ACTION PLAN
FOR REDUCING GREENHOUSE
GAS EMISSIONS OF BRAZILIAN
CIVIL AVIATION
BASE YEAR 2015
2nd EDITION
Ministry of Transport, Ports and Civil Aviation
Secretariat of Civil Aviation - SAC
Address: Setor Comercial Sul – Quadra 09 – Lote C
Edifício Parque Cidade – Torre C – 6ª andar
Brasília – DF – Brazil
ZIP: 70308-200
ANAC - National Civil Aviation Agency
ANAC/ International Advisory
Address: Setor Comercial Sul - Quadra 09 - Lote C
Edifício Parque Cidade Corporate - Torre A - 4º andar
Brasília - DF - Brazil
ZIP: 70.308-200
Secretary of Regulatory Policy at the Secretariat of Civil Aviation – SAC/MT
Rogério Coimbra
Director of the Air Services Policy Department – DEPSA/SAC/MT
Ricardo Rocha
Coordinator at the Air Services Policy Department – DEPSA/SAC/MT
Ana Paula Machado
International Advisory Chief
Daniel Longo
Editors and Authors
Ana Paula Machado and Alexandre Filizola
Graphic Design
Rafael W. Braga
Stakeholders and Authors
Infraero, Aeroporto de Viracopos, GRUAIRPORT, BH Airport, Inframérica,
Embraer, Plataforma Mineira de Bioquerosene, UBRABIO, Gol Linhas
Aéreas Inteligentes, DECEA (Air Space Control Department) and Air
Navigation Secretariat – SENAV/SAC.
Contents
Executive Summary 5
Introduction
7
2. Brazilian Action Plan Scope
9
2.1 Domestic aviation and international aviation: concepts
11
2.2 The Calculation of Fuel Consumption and GHG Emissions: Methodology Adopted
12
3. Brazilian Aviation: data of the sector
13
4. The Carbon Footprint of Brazilian Aviation
19
4.1 Fuel Consumption
20
4.2 Fuel Consumption Growth Forecast 22
4.3 Greenhouse Gas Emissions 23
5. Emissions Intensity and Fuel Efficiency 25
5.1 Emissions Intensity (IE)
28
5.2 Fuel Efficiency (EE)
31
6. Measures which Contribute to Reducing the GHG Emissions of Aviation
35
6.1 Contributions of Airports
36
6.1.1 Infraero
36
6.1.2 Airport of Guarulhos/ Governador André Franco Montoro 39
4
Contents
6.1.3 Airport of Campinas/Viracopos
42
6.1.4 Airport of Belo Horizonte/Confins
45
6.1.5 Airports of Brasília/Presidente Juscelino Kubitschek e
São Gonçalo do Amarante/Governador Aluízio Alves
6.2 Aeronautical Industry: Technological Development
6.2.1 Embraer
6.3 Contributions of Airlines
47
48
48
49
6.3.1 Gol Linhas Aéreas Inteligentes
49
6.3.2 TAM Linhas Aéreas – LATAM Group
54
6.4 Aviation Biofuels
57
6.4.1 Minas Gerais Platform of Bio Jet Fuels and Renewables
57
6.4.2 Actions of the Air Carrier Gol Linhas Aéreas Inteligentes 60
6.4.3 Actions of the Air Carrier TAM Linhas Aéreas
62
6.5 Improvements in Air Traffic Management
63
Conclusion 67
Stakeholders
69
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Executive Summary
Executive Summary
The Action Plan aims to present an overview
on the impact of domestic and international
Brazilian aviation on climate change. It con-
cerns an update of the document delivered
to the International Civil Aviation Organization – ICAO, in 2013. This new edition includes
information regarding fuel consumption and
Greenhouse Gas emissions – GHG of Brazilian
aviation up to end of 2015.
Besides the data, the document also brings
the description of mitigating actions adopted
in the country, which will contribute to the de-
velopment of aviation with less impact on the
environment. Among these actions, the following stand out:
1
2
3
4
5
Airports: Supply of air-conditioning and
electricity at the boarding gate (avoids
fuel burning of the aircraft on the ground
and reduces greenhouse gas emissions);
intelligent buildings (use of renewable en-
ergy, LED lamps and natural illumination),
among others.
This Action Plan was prepared to contribute to
ICAO´s efforts to reduce greenhouse gas emis-
sions of international aviation, as requested
by the Organization. Nevertheless, the document is more encompassing and contains in-
formation related to domestic aviation. The
contents are the result of joint work between
governmental bodies, airport administrators,
airlines, aeronautical industry, and Brazil-
Operational improvements: actions that
promote greater efficiency of operations
and reduced fuel burning and Greenhouse Gas Emissions.
Air Traffic Management: Implementa-
tion of procedures that increase the oper-
ations efficiency in route and in Terminal
Control Areas.
Aircraft Technological Development:
Aerodynamic improvements, engines efficiency, use of light materials, etc.
Development of biofuels for aviation:
R&D actions to create an aviation biofuel
production chain in Brazil.
ian and Minas Gerais biojet fuels Platforms.
Thus, a coordination was achieved between
the stakeholders related to the sustainable
development of the sector, which will be able
to contribute to the effective implementation
of mitigating measures. There remains a lot
to be done, as, for example, establishing har-
monized methodologies to calculate the im-
pact of the mitigating measures on reducing
greenhouse gas emissions, developing regulatory milestones which make the adoption of
some of the measures feasible and mobilizing
the financial resources available. This will require continuous work with the involvement
of the private sector and the support of public
bodies.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
5
Introduction
Introduction
Climate change is an issue that requires the
in 2025; and 43% below the levels of 2005, in
tional governments, which must adopt ur-
mestic economy.
involvement of all society and especially na-
gent and shared solutions to avoid the global
2030. This commitment refers to all the do-
warming to critical and irreversible levels. The
Regarding aviation, despite there is not a spe-
ternational negotiations regarding the issue
for reducing the emissions of the sector, in
Brazilian government takes part actively in inin the UN Framework Convention on Climate
Change – UNFCCC. In the last meeting of the
Conference of the Parties (COP21) of UNF-
CCC, held in Paris, in December 2015, Brazil
presented a document (INDC)1 with ambi-
cific sectoral goal, several actions are in course
both the domestic and international market.
Civil aviation contributes with approximately
2% of total anthropic emissions of greenhouse gases in the planet. ICAO2, during its
37th Assembly, held in October 2010, approved
tious mitigating commitments. The Brazilian
Resolution A37-19, which endorses a range of
reduced its emissions by more than 41% in
ternational civil aviation to climate change. The
INDC emphasizes that the country already
2012, when compared with 2005. The document also indicates that Brazil has one of the
largest and most successful biofuel programs,
including the cogeneration of electricity from
biomass. The Brazilian energy matrix is com-
posed of 40% of renewable energy and, if we
consider only the electricity generation, this
value attains 75% of renewable energy. The
Brazilian intention presented in the docu-
ment (INDC) is to reduce greenhouse gas
emissions to 37% below the levels of 2005,
1
measures to deal with the contribution of in-
adoption of these measures was reinforced in
2013 upon the occasion of ICAO´s 38th Assembly (Res. A38-18). Among the recommendations contained in ICAO’s Assembly Resolutions is the request to the Member Countries
to submit, voluntarily, their respective Action
Plans. Is it relevant to highlight that the member countries also agreed with a voluntary
commitment to seek an improvement of 2%
a year in fuel efficiency, considering 2010 as
the baseline.
“Intended Nationally Determined Contribution – INDC”.
2
The Kyoto Protocol, in its article 2.2, checks the responsibility of international air transportation emissions at the International Civil
Aviation Organization.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
7
8
Introduction
This Action Plan is an update of the Action Plan
to improvements on air traffic management
of Brazilian Civil Aviation presented to ICAO in
mentioned in the Action Plan is the project of
for Reducing the Greenhouse Gas Emissions
2013. The first part of the document contains
explanations about the scope of the Action
Plan and the methodologies used for measur-
ing the emissions. It also presents the Brazilian
aviation economic data and the sector´s fuel
consumption and GHG emissions. The second
were updated. Another relevant measure
developing a production chain of bio jet fuel
in Brazil, which involves several public and private entities. This Project is strategic for the
long-term reduction of aviation´s domestic
and international greenhouse gas emissions.
part of the Plan lists the mitigating actions in
As emphasized in the previous Action Plan,
GHG emissions reduction. This document in-
sectorial plan for Brazilian aviation, as defined
course or planned that shall lead to aviation´s
corporates information, which does not ap-
pear in the previous document, concerning
the actions of mitigating greenhouse gases of
Infraero and the administrators of the airports
granted. This report also presents measures
undertaken by some of the Brazilian domestic
airlines related to fuel efficiency and invest-
ment in renewable fuels. Measures related to
the technological development of aircraft are
also described. Furthermore, the data related
BASE YEAR 2015
this document does not constitute a domestic
by article 11 of the Federal Law 12.187/09. The
Action Plan for Reducing the Brazilian Aviation GHG Emissions consolidates data on fuel
consumption and emissions of the sector and
gather the mitigation information adopted
or planned to address these emissions. The
main objective is to share this information
with ICAO and its member states in order to
contribute to the global effort of combating
climate change.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
2. BRAZILIAN ACTION
PLAN SCOPE
10
Brazilian Action Plan Scope
This second edition of the Action Plan updates
of assessing their impacts and, therefore, there
consumption and the GHG emissions pre-
sociated with them.
data concerning the sector’s growth, the fuel
sented in the document of 2013. First, there
is not yet data about reducing emissions as-
is an analysis of the Brazilian aviation eco-
ICAO´s Guide on the development of Action
tion of fuel consumption and associated emis-
ity in terms of scope, contents and format of
nomic data. Subsequently, there is the evolusions and a forecast of the fuel consumption
growth, with the notification that it is a simpli-
fied analysis, based on traffic evolution data
for a limited period.
The document also presents measures already
adopted or planned to improve aviation´s
fuel efficiency. They involve initiatives of dif-
ferent public and private institutions, which
aim to increase the efficiency of the aviation
sector, reduce costs and diminish the volume
of GHG emissions. It is worthy to stress that
the experience acquired in the preparation
Plans (Doc. 9988) establishes great flexibil-
the Action Plans. ICAO requests consolidated
information about international aviation fuel
consumption and GHG emissions to control
the evolution of this indicator that, by article
2.2 of the Kyoto Protocol, is the Organization
responsibility. Nevertheless, ICAO´s Doc. 9988
also encourages States to indicate actions that
have an impact on domestic aviation emissions, which also encompass the airlines domestic operations, the airports emissions and
other actions as the production of aviation
biofuels.
of the previous Action Plan allowed a great-
Thus, this Action Plan presents information
who contributed with information regarding
operations, as requested by ICAO, but also
er commitment of the sector´s stakeholders
the mitigation measures already adopted or
planned. Some of the contributions received
bring numerical data regarding the impact
of each measure in reducing GHG emissions.
Nevertheless, many measures are in the phase
BASE YEAR 2015
concerning fuel consumption on international
other information that completes the scenario
of the aviation sector emissions in Brazil. The
following sections describe the concepts and
methodologies adopted to present the information and data.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Brazilian Action Plan Scope
2.1 Domestic Aviation and International Aviation: Concepts
The methodology used in this document fol-
lows the guidelines of the IPCC Intergov-
ernmental Panel on Climate Change. In accordance with the IPCC Good Practice Guide
(2006), for a multiple-stage flight, each stage
must be separately classified as domestic, if it
involves transportation of passengers and car-
goes between two points in the same country.
Under any other circumstances, the stage is
considered an international flight. The MIATA (Mapping of Environmental Impact of Air
Transportation) system developed by ANAC
to calculate the emissions of civil aviation, as-
sumes that for international flights operated
by Brazilian companies, the stages inside Brazil
are considered domestic stages.
Furthermore, foreign companies operating
flights from or to Brazil cannot execute - due
to domestic legislation and bilateral agree-
ments in force - operations characterized as
domestic stages. Thus, all the stages operated
by foreign companies are considered interna-
tional stages. There are few routes operated
by Brazilian companies overseas in which the
Fifth or Sixth Freedom Rights apply, with the
right to take on board and discharge passen-
gers and cargoes between two points out-
side Brazil. These routes are generally oper-
ated between countries of South America and
the Caribbean and are not calculated by the
MIATA system. Nevertheless, due to the small
quantity of these flights, their total impact is
considered negligible.
No attempt is made to reconcile the data generated by the MIATA system with the data of
ICAO’s Form M, compiled, filled in and submitted by the National Civil Aviation Agency
- ANAC to ICAO, based upon information
supplied by the air carriers concerning fuel
consumption. The methodology for differen-
tiation between domestic and international
flights converges with that recommended
by the IPCC and not with the one proposed
by ICAO in the first edition of Doc. 9988. The
data was compiled in this manner bearing in
mind the procedure already adopted to calculate the sector’s emissions inventory, which
composes the domestic communication to the
UNFCCC. Nevertheless, aiming to provide the
data required by ICAO for the consolidation of
the information about international civil aviation emissions, this document also makes the
distinction between international operations
executed by Brazilian companies and international operations executed by foreign companies.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
11
Brazilian Action Plan Scope
12
2.2 Fuel Consumption and GHG Emissions Calculation: Adopted Methodology
The data presented in this document was cal-
The system does not calculate emissions of
based upon the aircraft movement informa-
particularities, a reconciliation is made at the
culated by the MIATA system. The system is
tion supplied by the Air Traffic Control Department - DECEA. This data was used to prepare
the Reference Report for the civil aviation sec-
tor, which is part of the National Announcements Regarding GHG Sources and Sumps,
submitted periodically to the UNFCCC, as part
of the commitments assumed by adhesion to
the Kyoto Protocol.
The fuel consumption and emission calcula-
tions are made separately for general avia-
tion, freight and commercial aircraft. The
methodology IPCC Tier 3
rd
is used, based
upon the distance flown (approximation by
great circle distance) and using the emission
factors, for each type of engine, specified
by EEA (European Environment Agency) and
ICAO (EMEP/EEA CORINAIR Emission Inventory and ICAO Aircraft Engine Emissions Da-
tabank, respectively). For turbo propeller aircraft, the emission factors contained in the
database of the Sweden civil aviation authority is used.
3
military aircraft or helicopters. Due to these
end of the calculations with the total of aviation
kerosene distributed in the country, per year,
according to official data disclosed by the National Agency of Petroleum, Natural Gas and
Biofuels - ANP. It is important to highlight that
the emissions coming from the consumption
of aviation gasoline type fuel represents less
than 1%3 of the sector’s total CO2 emissions in
Brazil and, therefore, were not included in the
scope of this work.
Finally, except for the emissions related to
the aircraft, the ground operations emissions
(such as transportation of people, auxiliary
equipment on the ground, generators, air-
conditioning of airports, etc) were not includ-
ed in this document. Despite presenting data
about emission reduction volumes obtained
by many of these actions individually, it was
not possible to calculate the total of their reduction, bearing in mind the incompleteness
of the data and the different methodologies
adopted by the various actors.
Data of the 2nd Second National Communication Regarding GHG Sources and Sumps.
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
3. BRAZILIAN AVIATION:
DATA OF THE SECTOR
Brazilian Aviation: Data of the Sector
14
In the last sixteen years, the domestic market
In the international market, the volume of pas-
ian scenario compared to the international
had an average annual growth of 7.0% (if con-
of passengers predominated in the Brazil-
market (see Graph 1). On average, 81% of
4
the Brazilian market (in terms of passen-
gers transported) corresponded to domestic
flight stages. In 2015 (preliminary data), for
example, the volume of passengers was 117
million, with there being 96 million in the
Brazilian market and 21 million in the inter-
national market. The domestic market also
had greater growth between 2000 and 2015
(8.3% a year and 231.2% accrued) than the
international market (6.5% a year and 156.4%
accrued). On the other hand, the international market grew 13.5% in the period between
2012 and 2015, while the domestic market
expanded 8.5%.
4
sengers transported in the period 2008-2015
sidering only the period 2008-2014, the average
annual rate attains 8.1%), while the rate of 5.2%
was recorded in the period 2000-2007, as illustrated in Graph 2. Such market behavior reflects
not only an increase in income and cheaper air
tickets, but also the regulatory repositioning of
Brazilian civil aviation, expressed in the nego-
tiation of less restrictive air service agreements
(freedom on tariffs determination, multiple des-
ignation and free capacity, for example). The
Brazilian position on international negotiations
is based on national rules such as Resolution
number 007/2007 of the Civil Aviation Council
- CONAC and the National Civil Aviation Policy
- PNAC (Decree n. 6.780, of February 18, 2009).
Brazilian and foreign airlines that provide public air transportation services in Brazil were considered.
Graph 1: Quantity of paying passengers transported in domestic and international flights in Brazil
(in millions) – 2000-2015*.
Paid Passengers (millions)
140
120
100
80
60
40
20
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Brazil: Domestic fligths
Brazil: International flights
Brazil: Total
Source: ANAC *Preliminary Data: 2015
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Brazilian Aviation: Data of the Sector
Graph 2: Quantity of paying passengers transported in international flights arriving to or departing
from Brazil – 2000-2015*.
Paid Passengers (millions)
25
5,2%
7,0%
20
15
10
5
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Source: ANAC *Preliminary Data: 2015
In Brazil, the main regions of international passengers’ origin or destination were South America
(with 33% of market share), Europe (29%) and North America (29%) as shown in Graph 3. On the
other hand, other regions are gaining market share, mainly Central America (see Graph 4).
Graph 3: Quantity of passengers transported in international flights arriving to or departing from
Brazil, by continent of origin or destination – 2000-2015*.
8
6,8
Passengers (millions)
7
6,0
6
5,9
5
4
3
2,1
2
1
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
South America
North America
Europe
Other regions
Source: ANAC *Preliminary Data: 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
15
Brazilian Aviation: Data of the Sector
Graph 4: Share by continent in the total of passengers transported in international flights to and
from Brazil, by continent of origin or destination – 2000-2015*.
4
4
5
4
4
4
4
5
6
6
7
8
9
9
10
10
30
28
29
27
25
25
26
25
22
25
24
25
26
28
29
29
34
34
36
33
32
32
30
29
29
32
34
%
2000
36
34
35
38
39
37
29
32
32
33
34
36
36
33
36
35
34
32
32
32
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
38
South America
North America
Europe
Other regions
Source: ANAC *Preliminary Data: 2015
Graphs 5 and 6 showed that the USA led in the last sixteen years as the main destination in passenger volume, transporting 5.4 million in 2015, which meant a share of more than a quarter of the
Brazilian international market (25.9%). There also stand out, in 2015, Argentina with 14.7% of share,
Portugal with 6.8%, Chile with 6.8% and Spain with 4.7%.
Graph 5: Quantity of passengers transported by Brazilian and foreign airlines in international flights
between Brazil and the five countries of greatest movement of passengers (in millions) – 20002015.
6
Passengers (millions)
16
5,4
5
4
3,1
3
2,3
2
1
0
1,6
1,4
0,5
0,4
0,3
1,0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
United States of America
Argentina
Portugal
Chile
Spain
Source: ANAC *Preliminary Data: 2015
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Brazilian Aviation: Data of the Sector
Graph 6: Percentage distribution of passengers transported by Brazilian and foreign airlines in international flights between Brazil and the five countries of greatest movement of passengers (in
millions) – 2000-2015.
30%
28,0%
25,9%
Passengers (%)
25%
20%
19,1%
14,7%
15%
10%
5%
5,1%
6,0%
3,4%
0%
6,8%
4,7%
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
United States of America
Argentina
Portugal
Chile
Spain
Source: ANAC *Preliminary Data: 2015
Comparing the Brazilian domestic and international markets with other countries, using the quantity of passengers who went through airports (embarkation + disembarkation), it is found that, in
2014, according to the report of the Airports Council International (ACI), Brazil is the 5th placed in
the world, considering the total number of passengers transported. Regarding the size of the domestic market, Brazil is the 4th placed; and the 36th in the international market.
Graph 7: Domestic and International Markets: Comparative analysis.
Domestic Passengers (millions)
1950
1750
1550
1350
United States of America
1150
950
750
China
550
Japan
350
UK
Spain
150
Brazil
0
India
50
Turkey
France
100
Germany
150
200
250
300
international Passengers (millions)
Source: World Airport Traffic Report, 2015. ACI. Compilation and Interpolation GAMI/SRI.
* The size of the bubble of each country represents the total volume of passengers.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
17
4. Fuel
Consumption
and Associated
Emissions
Fuel Consumption and Associated Emissions
20
4.1 Fuel consumption
The growth trend in the movement of domes-
edition of the Action Plan, was maintained for
tion of jet fuel, already presented in the first
tion was noted in 2015, as shown in Graph 8.
2013 and 2014. Nevertheless, a small retrac-
tic flights and, consequently, in the consump-
Graph 8: Fuel consumption – Domestic and international operations – 1990-2015
6
Jet Fuel (milion tons)
5
4
3.6
3.5
2.2
2.2
3.5
3.5
3.6
2.4
2.3
3.1
3
2.3
1.7
1.8
1.6
1.3
2
1.4
1.2
1.3
1.9
1.0
1.1
1.1
2.0
2.0
2.1
1.4
1
0
2.1
1.9
2.6
2.3
1.4
1.2
1.3
2.0
1.2
1.4
1.7
1.8
2.0
1.7
1.5
1.7
1.4
1.5
1.5
1.5
1.5
1.6
1.8
1.6
1.9
2.1
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Domestic
International
Source: ANAC.
The proportion between jet fuel consumption
(which include the international stages oper-
was maintained, in the last three years, at ap-
ble 1, 2005 is adopted as the baseline and the
in the domestic and international operations
proximately 60% of the consumption of jet fuel
for domestic and 40% for international flights.
Table 1 describes the domestic operations, the
international operations executed by Brazilian
airlines and the total international operations
BASE YEAR 2015
ated by domestic and foreign airlines). In Tafuel consumption data of the last three years is
presented. The accrued growth rate of jet fuel
consumption refers to the total consumption
of each year related to the consumption of the
base year 2005.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Fuel Consumption and Associated Emissions
Table 1: Jet fuel consumption in kg and percentage of the consumption growth (baseline 2005), by
nature of flight stage – 2005 and 2013-2015.
Percentage of Jet Fuel Consumption
(base year: 2005)
Consumption of Jet Fuel (kg)
YEAR
Domestic stage
International
stage
(Brazilian airlines)
International
stage
(All airlines)
Domestic
stage
International
stage
(Brazilian airlines)
International
stage
(All airlines)
2005
2,011,045,694
510,003,985
1,528,105,227
100
100
100
2013
3,508,980,991
476,574,769
2,263,654,585
174.5
93.5
148.1
2014
3,540,949,758
458,563,244
2,427,760,136
176.1
89.9
158.8
2015
3,578,031,940
528,165,843
2,370,299,968
177.9
103.6
155.1
Source: ANAC
There is a noticeable growth in the consumption of domestic jet fuel of approximately 75%
as of 2005. The same occurs in the international segment, at rates of about 52%. In particular, a recovery is found in the consumption of
Brazilian airlines in the international segment,
which had a fall related to the volumes consumed in 2005 and outlined a recovery above
this level in 2015. A possible explanation for
this increase in the consumption is related to
the increase in the international weekly fre-
quencies flown by Brazilian air carriers and the
start of the operations of Azul Linhas Aéreas to
the USA. Graph 9 presents the historical series
of fuel consumption in international operations, segregated by foreign and Brazilian air
carriers.
Graph 9: Jet fuel consumption by Brazilian and foreign airlines in international flights departing
from Brazil (in tons) -2005-2015.
Jet Fuel (Thousand tons)
3.000
2.500
2.000
375
1.500
510
344
344
386
415
1.000
500
1.018
1.131
2005
2006
1.463
1.466
1.292
1.463
421
1.660
437
476
1.802
1.787
2012
2013
458
528
1.969
1.842
2014
2015
0
2007
2008
2009
International (Brazilian)
2010
2011
International (Foreign)
Source: ANAC
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
21
Fuel Consumption and Associated Emissions
22
4.2 Fuel Consumption Growth Forecast.
To forecast the fuel consumption growth, it
ing this function and the growth rates fore-
sumption, per year, of the airlines (both Brazil-
ternational RTK and of 5.4% per year for the
was used data on the evolution of total con-
ian and foreign) operating in the international
segment, for the period 2000-2015. Another
analysis made was the annual fuel consumption by RTK-Revenue Tonne Kilometer , in the
5
same period. From these series, a curve with
the best adjustment for the points found was
obtained. The best adjustment found for both
cases was an exponential function. Consider-
5
casted by ICAO of 5.5% per year for the in-
RTK of Brazilian airlines operating in the international segment (Brazil forecast growth RTK
2014 - 2030 ICAO Doc. 9940), an extrapolation
was made of the consumption growth by RTK
until 2050. From this extrapolation the forecast value for fuel consumption growth until
2050 can be estimated.
Data obtained in the Statistical Yearbooks of the ANAC.
Graph 10: Forecast of consumption growth of jet fuel by Brazilian and foreign airlines in international flights with origin in Brazil (in tons) -2016-2050.
5.000
0,16
4.500
Jet Fuel (Thousand tons)
4.000
0,12
3.500
0,10
3.000
2.500
0,08
2.000
0,06
1.500
0,04
1.000
0,02
500
0
International Jet Fuel/RTK
0,14
0,00
2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 2044 2046 2048 2050
International Jet Fuel Forecast (All)
International Jet Fuel/RTK Forecast
Source: ANAC
Graph 10 shows a forecast increase of ap-
in 2050, related to the base year of 2005. This
of international flights departing from Brazil
tons of jet fuel per year in 2050.
proximately 203.4% in the fuel consumption
BASE YEAR 2015
indicates a forecast consumption of 4.6 million
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Fuel Consumption and Associated Emissions
Using the same methodology, the forecast value for fuel consumption growth
in the domestic market up to 2050 was
estimated. Graph 11 shows a forecast
consumption of 14.4 million tons of
23
jet fuel per year in 2050, which reflects
a forecast increase of approximately
618.4% in the fuel consumption of domestic flights up to 2050, related to the
base year 2005.
16.000
0,40
14.000
0,35
12.000
0,30
10.000
0,25
8.000
0,20
6.000
0,15
4.000
0,10
2.000
0,05
0
0,00
2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 2044 2046 2048 2050
Domestic Jet Fuel Forecast
Domestic Jet Fuel/RTK
Jet Fuel (Thousand tons)
Graph 11: Growth forecast of jet fuel consumption in the domestic market (in tons) -2016-2050.
Domestic Jet Fuel/RTK Forecast
Source: ANAC
4.3 Greenhouse Gas Emissions - GHG
Graphic 12 disclose the historical series with
sumption series presented in Graph 8. Thus,
version of GHG into CO2e (CO2 equivalent) is
between 1990 and 2015 was maintained at
the total emissions of the sector. The conexecuted as per values presented in the 2nd
National Communication of Brazil to the UN
Framework Convention on Climate Change .
6
The series of Graph 12 reflects the fuel con-
6
the annual growth rate of GHG emissions
approximately 3.85% on average for the domestic segment and 3.23% on average for the
international segment.
The GWP Global Warming Potential factors are 1 for CO2, 21 for CH4 and 310 for N2O.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
24
Fuel Consumption and Associated Emissions
Graph 12: Total GHG emissions of the sector – Series 1990-2015.
20
18
CO2e (millions of tons)
16
6.6
14
7.1
7.2
7.5
7.5
6.0
12
5.3
10
6.5
5.8
8
6
4.3
3.2
3.6
3.6
3.6
4.5
5.4
5.5
4.7
4.1
0
4.0
4.6
3.7
4.4
4.8
4.7
5.4
9.8
4
2
5.1
4.5
5.8
4.1
4.3
4.6
4.2
5.1
5.6
5.9
6.2
6.6
6.8
5.9
6.2
6.3
6.6
7.3
7.4
11
11.3 11.1 11.2 11.3
8.4
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Domestic CO2e
International CO2e
Source: ANAC
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
5. EMISSIONS INTENSITY
AND FUEL EFFICIENCY
Emissions Intensity and Fuel Efficiency
26
This section presents the results of the indi-
available about RPK7 (Revenue Passenger Ki-
sector, in terms of emission per passenger
for both Brazilian and foreign airlines. Tables
cy improvement in fuel consumption (Fuel Ef-
RPK and RTK of Brazilian Airlines on domestic
cators used to follow up the evolution of the
transported (Emissions Intensity) and efficienficiency).
The Statistical Yearbook of the Brazilian Civil
Aviation, prepared by ANAC, has information
lometer) and RTK8 (Revenue Tonne Kilometer)
2 and 3 present, respectively: the evolution of
and international operations; and the evolu-
tion of RTK and RPK for all the air carriers (Brazilian and foreign) operating on international
flights with origin in Brazil.
Table 2: Quantity of paid passenger-kilometers transported (RPK) and paid ton-kilometers transported by Brazilian airlines in the domestic and international markets – 2005-2015 (in millions)
RPK (x106)
RTK (x106)
Year
International
Domestic
International
Domestic
2005
22,730
35,561
3,230
3,709
2006
16,057
40,556
2,314
4,280
2007
14,353
45,911
2,037
4,625
2008
18,933
49,563
2,222
4,931
2009
19,293
56,731
2,144
5,599
2010
23,485
70,238
2,709
6,989
2011
26,045
81,452
3,364
8,016
2012
26,193
87,005
3,371
8,428
2013
27,478
88,226
3,758
8,482
2014
29,142
93,332
3,919
8,911
2015
33,153
94,380
4,257
8,885
Source: ANAC
7
It represents, in general lines, the demand for passenger air transportation. To calculate the index, in each remunerated
flight stage, the quantity of paid passengers transported is multiplied by the quantity of kilometers flown (1 passenger-kilometer is the same as 1 passenger who flew 1 kilometer). (Statistical Yearbook of ANAC, 2014)
It represents, in general lines, the demand for air transportation in terms of capacity of tons, including the tons for passengers. To calculate the index, in each remunerated flight stage, the paying weight transported is multiplied by the stage distance. In Brazil the average of 75 kilos is adopted for each passenger transported, already including hand baggage. The unit
of measurement is ton-kilometer, which represents 1 ton transported for 1 kilometer. (Statistical Yearbook of ANAC, 2014)
8
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Emissions Intensity and Fuel Efficiency
To separate national and international stages
calculations of fuel efficiency and emissions
cal and foreign transporters, air traffic con-
segregating the operations into domestic and
and segregate the operations between lo-
trol data is required. The database with tower
movements available starts in 2005. Thus, the
intensity start in 2005 for the Brazilian airlines,
international stages.
Table 3: Quantity of paid ton-kilometers transported (RTK) and paid passenger-kilometers transported (RPK) by Brazilian and foreign airlines in international flights with origin in Brazil – 2000-2015
(in millions).
Year
RTK (x106 )
RPK (x106)
2000
7,331
51,334
2001
6,597
47,864
2002
6,640
45,889
2003
6,960
49,313
2004
4,756
55,898
2005
8,354
62,264
2006
8,242
62,138
2007
8,779
67,757
2008
9,514
77,522
2009
8,894
75,385
2010
11,821
89,913
2011
13,638
102,586
2012
14,139
109,925
2013
14,698
114,180
2014
16,468
130,529
2015
16,386
130,644
Source: ANAC
To calculate the indicators of Emissions Intensity and Fuel Efficiency, besides the RPKs and
RTKs listed in Tables 2 and 3, the CO2 emission
and fuel consumption data presented in the
previous section is used.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
27
Emissions Intensity and Fuel Efficiency
5.1 Emissions Intensity
The calculation of GHG emissions intensity is
13 consolidates the information about emis-
and per passenger transported. Thus, the vari-
CO2e emissions in domestic operations. The
transported and growth in the number of
sions and the horizontal line presents the evo-
based upon the emissions per kilometer flown
sions intensity and regarding the evolution of
ables of increase in the number of passengers
vertical bars show the annual volume of emis-
routes and distances flown are isolated. Graph
lution of emissions intensity.
Graph 13: Volume (in tons) and Intensity of CO2 Emissions in domestic flights – 2000-2015.
12
0.24
0.25
10
CO2e (millions of tons)
28
0.20
8
0.15
6
0.12
0.10
4
0.05
2
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Domestic CO2e
0.00
Emissions Intensity of CO2/RPK
Source: ANAC
Taking as base year 2005, the volume of CO2e
emissions of domestic aviation increased at an
sions intensity was 12.0 kg CO2e per 100RPK,
i.e., 12 Kg of CO2e per each 100 passengers
average annual rate of 5.9% and grew more
transported, per kilometer flown.
Nevertheless, the emissions intensity had a
Graph 14 shows the evolution of the emis-
of 3.9% in the same period. In 2015, the emis-
tions of Brazilian airlines between 2005 and
than 77.9% accrued between 2005 and 2015.
significant reduction, at an average annual rate
BASE YEAR 2015
sions intensity in the international opera-
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Emissions Intensity and Fuel Efficiency
2015. The vertical bars represent the annual
emissions intensity of 3.9% per year and
while the points on the horizontal line indi-
of 0.35% per year. The accrued growth of
volume of emissions in these operations,
cate the intensity of the emissions per year.
Brazilian air carriers in international opera-
tions had an average annual reduction in
an average total emissions volume growth
the emissions volume as of 2005 was 3.6%,
against a reduction in the accrued emissions
intensity of 29.0% in the same period.
Graph 14: Volume (in tons) and Intensity of CO2e emissions. Brazilian airlines in international flights
– 2005-2015.
0.08
1.8
1.6
0.07
CO2e (millions of tons)
1.4
0.06
1.2
0.05
1.0
0.04
0.8
0.6
0.02
0.4
0.2
0.0
2005
2006
2007
2008
2009
International (Brazilian) CO2e
2010
2011
2012
2013
2014
2015
0.00
Emissions Intensity CO2/RPK
Source: ANAC
Certain oscillations are noted in Graph 14 in
tion, the new operators underwent a process
sons for this behavior are the same as those
of seats and this was reflected in the increase
the line about emissions intensity. The reaalready presented in the First Action Plan, i.e.,
effects of the bankruptcy of the former Brazilian company, VARIG, which closed its operations in 2006. With the sector’s reorganiza-
of adjustment between supply and demand
in the emissions intensity from 2006 to 2008.
In 2009, the sector had already adjusted itself
and the Emissions Intensity fell to values below those of 2005.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
29
Emissions Intensity and Fuel Efficiency
Finally, Graph 15 shows the evolution of the
tween 2005 and 2015 and an increase in the
operations, which include the Brazilian and
the same period. The accrued growth of the
emissions intensity in the total international
foreign companies operating from Brazil, between 2000 and 2015.
Thus, the global result was an average annual reduction in the emissions intensity of
the airlines international operations, in flights
originating in Brazil, of 3.0% per year be-
total volume of emissions of 4.5% per year in
sector emissions in the international segment
was 54.9%, taking as baseline 2005, against
a reduction in the accrued emissions intensity of 26.2% in the same period. In 2015, the
emissions intensity in the international operations from Brazil was 5.8 kg of CO2e per
100RPK.
Graph 15: Volume (in tons) and Intensity of CO2e Emissions per Brazilian and foreign companies in
international flights originating in Brazil – 2000-2015.
9
7
CO2e (millions of tons)
30
0.14
0.12
0.115
0.10
5
0.08
0.06
3
0.058
0.04
1
0.02
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
CO2e Internacional
0.00
CO2/RPK
Source: ANAC
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Emissions Intensity and Fuel Efficiency
5.2 Fuel Efficiency
The calculation of the fuel efficiency is based
per year, on average, since 2005, against an
ported (paying passengers and cargo) and
per year. In the accumulation, as of 2005 the
the efficiency of fuel use in the rendering of
sumption increased by 77.9%. Bearing in mind
total fuel consumed is divided by the weight
segment had a faster growth than the inter-
upon the fuel consumption per weight trans-
average increase in fuel consumption of 5.9%
distance flown. Thus, it is possible to analyze
efficiency improved by 25.7% while the con-
air services. To calculate the fuel efficiency, the
that the fuel consumption of the domestic
of passengers and cargo transported.
national one, it can be assumed that the im-
Graph 16 deals with the domestic operations
has contributed positively to the reduction in
and shows an improved fuel efficiency of 2.9%
proved fuel efficiency in domestic operations
the growth rate of total Brazilian emissions.
Graph 16: Jet fuel consumption, in tons, and Fuel Efficiency of Brazilian airlines in domestic flights
– 2000-2015.
4,0
1.0
3.5
QAV (millions of tons)
0.8
3.0
0.708
0.6
2.5
2.0
0.4
1.5
0.2
1.0
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Total Jet fuel consumption
0.0
Jet fuel consumption kg/RTK
Source: ANAC
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
31
Emissions Intensity and Fuel Efficiency
Graph 17: Jet fuel consumption, in tons; the Fuel Efficiency of Brazilian airlines in international flights originating in Brazil; and ICAO energy efficiency goal – 2000-2015.
0.2
0.6
0.5
0.158
0.15
Jet Fuel (millions of tons)
32
0.4
0.124
0.10
0.3
0.2
0.05
0.1
0
2005
2006
2007
International (Brazilians)
2008
2009
Jet Fuel/RTK
2010
2011
2012
2013
2014
2015
0
ICAO Aspiratonal goal 2% Fuel Efficiency International
Source: ANAC
Graph 17 presents the results of fuel efficiency
Action Plan, this improvement is slightly better
based upon fuel consumption by RTK, as of
of 2010, established by ICAO for international
in international operations of Brazilian airlines,
2005. The vertical bars represent the annual
fuel consumption and the horizontal line the
evolution of the fuel efficiency.
Regarding the international operations of Brazilian airlines (Graph 17) an improved fuel ef-
ficiency is noted of, on average, 2.4% per year,
than the aspirational goal of 2% per year, as
aviation (line traced on the graph). In the accumulation, as of 2005 the efficiency improved
by 21.4% while the consumption increased by
3.6%. It is worth pointing out the noticeable
reduction in fuel consumption between 2005
and 2006, with a drop of almost 33%.
as of the base year of 2005, against an average
Finally, Graph 18 presents the evolution of the
As already observed in the first version of this
tions, which include the Brazilian and foreign
increase in fuel consumption of 0.35% per year.
BASE YEAR 2015
fuel efficiency in the total international opera-
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Emissions Intensity and Fuel Efficiency
33
Graph 18: Consumption of jet fuel, in tons; Fuel Efficiency of Brazilian and foreign airlines in international flights originating in Brazil and ICAO fuel efficiency goal – 2000-2015.
3.0
0.35
0.295
Jet Fuel (millions of tons)
2.5
0.30
0.262
0.25
2.0
0.20
1.5
0.15
1.0
0.10
0.5
0
0.05
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
International Jet Fuel
Jet Fuel/RTK
0.00
ICAO Aspiratonal goal 2% Fuel Efficiency International
Source: ANAC
airlines operating from Brazil, between 2000
and 2015.
An improved fuel efficiency is noted of, on av-
erage, 2.3% per year, as of the base year of
2005, against an average increase in fuel con-
sumption of 4.5% per year. This improvement
is slightly better than ICAO’s aspirational goal
of 2% per year, as of 2010. In the accumulation,
as of 2005 the efficiency improved by 20.9%
while the consumption increased by 55.1%.
The data of this second edition of the Action
Plan corroborated the conclusions of the first
edition of the Action Plan (2013) that Brazilian
civil aviation, both domestic and international, is evolving in a sustainable environmental
manner regarding GHG emissions. Thus, the
aspirational goal to improve 2% per year of
efficiency in fuel consumption established by
ICAO for international aviation has been attained in the operations to and from Brazil.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
0.145
6. MEASURES WHICH
CONTRIBUTE TO THE
REDUCTION OF AVIATION
GHG EMISSIONS
Measures Which Contribute to the Reduction of Aviation GHG Emissions
36
6.1 Contributions of Airports
Brazil has 2,463 aerodromes registered by
tion Fund (FNAC), for investments in the other
of the air sector’s embarkations and disem-
structure Company – Infraero continues to be
65 (sixty-five) airports. Of these airports, six
ports in the country.
er four are in the process of being granted.
Measures for reducing GHG emissions adopt-
to promote investments in the expansion and
port administrators of the airports granted will
structure. The first airport granted was that of
light that despite the scope of the Action Plan
Norte, in 2011. In February 2012, the federal
tional aviation, ICAO encourages the countries
(DF), Guarulhos (SP) and Campinas (SP) to pri-
sures implemented by the airports, which re-
of Galeão (RJ) and Confins (MG) were granted.
sions related to the operations of the aircraft,
za (CE), Salvador (BA), Porto Alegre (RS) and
duction of direct emissions of airports (Scope
the auctions compose the National Civil Avia-
the consumption of electricity (Scope 2)9.
ANAC (1,806 private and 657 public), but 98%
Brazilian airports. The Brazilian Airport Infra-
barkations in the country are concentrated in
responsible for the operation of 60 (sixty) air-
were granted to private initiative, and anoth-
The granting process, started in 2011, aims
ed or in evaluation by Infraero and by the air-
modernization of the domestic airport infra-
be presented below. It is important to high-
São Gonçalo do Amarante, in Rio Grande do
being centered upon the emissions of interna-
government granted the airports of Brasília
to include information about general mea-
vate initiative. In December 2012, the airports
duce GHG emissions. Thus, besides the emis-
The next airports to be granted are Fortale-
actions are also described related to the re-
Florianópolis (SC). The amounts collected in
1) and of indirect emissions, usually related to
6.1.1 Infraero10
INFRAERO has several measures in course and actions planned which will be able to contribute to
the reduction of GHG emissions of the sector. 11 They are as follows:
9
R2006 IPCC Guidelines for National Greenhouse Gas Inventories
10
“Report of actions with potential for reducing CO2 emissions”, January 2016, prepared by: Arthur Neiva Fernandes,
coordinator of energy and sustainability, and approved by Charles Rocha, Infraero Environment Manager.
For estimating the reduction of CO2 emissions measures of scope 1 (sources belonging to or controlled by the airport),
scope 2 (generation of electricity) and scope 3 (sources not belonging to or not controlled by the airport), in accordance
with 2006 IPCC Guidelines for National Greenhouse Gas Inventories.
11
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
1
Supply of electricity (400 Hz) and
air-conditioning at the boarding bridges
Airport of Congonhas/SP – SBSP (in evalu-
ing electricity (400Hz) and air-conditioning
to compare the emissions related to the
mented, the potential to reduce the emis-
ation of feasibility): Studies were conducted
use of GPU-Ground Power Unit and APU-
in ten boarding bridges will have, if implesions by approximately 887 tons of CO2
Auxiliary Power in the current scenario and
per year. It should be pointed out that the
tion of 12 boarding bridges with the supply
ed to domestic aviation, as the airport of
in a scenario which considers the operaof electricity (400Hz) and air-conditioning
(Fixed Facilities). The emissions for generating electricity
12
for the Fixed Facilities sys-
impact of this measure would be restrict-
Congonhas does not receive international
commercial flights.
tem (indirect emissions) were taken into
Airport Eduardo Gomes – Manaus/AM –
mentation of the fixed facilities system for
national Airport of Manaus has 8 items of
account. It was concluded that the impleelectricity and conditioning in 12 (twelve)
boarding bridges will lead to, if the project
is implemented, an estimated reduction of
1,081 tons of CO2 per year. Concerning
the costs of this measure, Infraero studies
the adoption of a bidding model for com-
mercial development of the system, which
would not require any direct investment
from Infraero . There is also a forecast of
13
expanding the Airport of Congonhas with
the installation of new ten (10) boarding
bridges with fixed facilities (400Hz and airconditioning). The fixed system of supply-
SBEG (in execution). Currently, the Inter400Hz and air-conditioning equipment, but
there is not yet the infrastructure to connect
them to the boarding bridges. The installation of the 8 equipment items will lead to an
estimated emissions reduction of 469 tons
of CO2 per year. It is worthy to remind that
the execution of this project still depends
on investments of around R$ 9,500,000.00
and Infraero is seeking the resources required. This action has an impact upon international civil aviation as the Airport of
Manaus receives international commercial
flights.
In all the calculations which involved the consumption of electricity (typical of scope 2 of the GHG Protocol) using
the average annual factor of CO2 emission of 2014, corresponding to 0.1355 tCO2/MWh, available at the site of the
Ministry of Science, Technology and Innovation – MCTI.
12
13
To obtain an idea of the size of the investment in fixed facilities, one can consider: the amount quoted for acquiring
equipment in August 2014 (market research) and the amount paid for the equipment (400Hz + Air-conditioning of SBEG
in 2013, plus the amount of the Infrastructure. Therefore, the investment for implementing the system of Fixed Facilities (400Hz + Air-conditioning + Infrastructure) would come to the total amount of R$ 1,200,000.00 for each bridge
(amount already restated for inflation (IGP-M) and quotation of the dollar at R$ 4.00).
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
37
Measures Which Contribute to the Reduction of Aviation GHG Emissions
38
2
Use of illumination with LED lamps in passenger terminals and for lighting.14
By June 2020, Infraero intends to replace
airport in South America to have installed in
lamps in the passenger terminals. This re-
with LED technology of high intensity17. The
26,550 fluorescent tubular lamps by LED
placement will lead to reduced CO2 emis-
use of the LED lamps for illuminating the
ering an operation of 24 hours between the
annual emissions reduction of 65 tCO2 for
sions of approximately 2,384 tons, consid-
all the 6,680 lamps considering an operation
(13)16 airports administered by Infraero with
R$ 876,988.26. Other airports administered
measure will be implemented in thirteen
the cost of R$ 2,083,034.00. Regarding the
use of LED lamps for lighting, the Airport
Salgado Filho (Porto Alegre/RS) was the first
of 12 hours18. The cost of the measure was
by Infraero will also receive LED light fixtures
in their lighting.
Plant generating solar energy
(Airport of Palmas/TO – in evaluation of
in the electricity bill of other units of the
a photovoltaic plant of 1MW which, besides
million in an area of approximately 8,000m².
feasibility): The initial idea is to implement
supplying the airport demand in the periods
of generation (approximately 12 hours/day),
when there is excess, it can be distributed in
the network generating credit for reduction
14
runway in Porto Alegre led to an estimated
This
period from Jun/2015 to Jun/2020.
15
3
its landing and takeoff runway light fixtures
company. The forecasted investment is R$ 5
This measure can lead to emissions reduction estimated at 308 tons of CO2 per
year19.
Scope 2 - 2006 IPCC Guidelines for National Greenhouse Gas Inventories
For the calculation the average annual CO2 emission factor (2014) corresponding to 0.1355 tCO2/MWh (MCTI,2014), was
used.
15
16
Airports: SBCT, SBFL, SBMT, SBSP, SBBH, SBRJ, SBGO, SBIL, SBMO, SBFZ, SBRF, SBBE and SBIL.
Among the airports where LED lamps are currently installed in the lighting, the following stand out: Airport of Bacacheri
(PPD); Airport of Pelotas (PPD); International Airport of Ponta Porã (taxiway and maneuvering yard); Airport of Macaé (taxiways); Airport Santa Genoveva – Goiânia/GO (taxiways); International Airport of Belém/Val-de-Cans/Júlio Cezar Ribeiro (taxiways); Airport of Imperatriz/Prefeito Renato Moreira (taxiway); International Airport of São Luís (side lighting of the taxiways of
runways 06/24 and 09/27); Airport of Vitória – Eurico de Aguiar Salles (lighting of helicopter yard and taxiway Alfa); Airport of
Joinville - Lauro Carneiro de Loyola (taxiways); Porto Alegre (high intensity lighting – mandatory for the aerodromes which operate with ILS (Instrument Landing System).
17
18
Using as parameter the calculation made for the conventional illumination technology in the lighting (incandescent lamps) in
comparison with emissions associated with LED technology for passenger terminal. For the calculation the average annual CO2
emission factor (2014) was used, corresponding to 0.1355 tCO2/MWh (MCTI,2014).
19
The emissions were calculated using the average annual CO2 emission factor (2014) corresponding to 0.1355 tCO2/MWh
(SOURCE: MCTI,2014) as well as an emission factor for generation by means of solar plates (photovoltaic) of the type “rooftop” Reference: “Energy Payback Time and CO2 Emissions of 1.2 kWp Photovoltaic Roof-Top System in Brazil”- USP, May 2013
by the International Journal of Smart Grid and Clean Energy. The emission factor used was then 0.0149 tCO2/MWh. The average annual demand of the airport of Palmas, which was 0.584 MW for 2015, was used.
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
4
Other measures with
less reduction impact
Infraero implemented other specific mea-
of Jacarepaguá (RJ) - Pilot project of solar
port Santos Dumont (RJ) - Tests with electri-
Panels for capturing solar energy; EPTA20 of
sures, of which the following stand out: Air-
energy; Airport of Campo de Marte (SP) Jacarepaguá (RJ) - solar panels.
cal bus for transporting passengers; Airport
6.1.2 Airport of Guarulhos/Governador André Franco Montoro21
Several measures are being studied to improve the operations efficiency in the International Airport
of Guarulhos (SP) and, thus, reduce the unnecessary aircraft fuel burning. Considering that it is the
largest international airport in the country, the measures have great potential to reduce the Brazilian international aviation emissions. They are as follows:
1
Operational Procedures:
taxiing
Aircraft taxiing contribute significantly to
2
emissions in airports. The emissions vol-
er Unit) when on the ground. Thus, in 2016,
system, quantity of engines and Standard
a study will be done to make it feasible to
Operational Procedure used by each air op-
adopt an operational procedure for reduc-
erator, related to cutting the engines in taxi
ed of the air operators to make it feasible
to adopt an operational procedure for taxi
maneuvers with only one engine for twin-
engine aircraft and two engines for four
ing the use of APU when on the ground.
3
engine aircraft.
20
Another relevant factor for reducing emisports is the use time of APU (Auxiliary Pow-
craft, in addition to other factors as, power
execute a study, in a work group constitut-
use of APU
sions related to aircraft in operations in air-
ume is related to the taxi time of the air-
maneuvers. Thus, in 2016, it is intended to
Operational Procedures:
Reduced Waiting Time for Aircraft
Parking Positions
This condition is already coordinated by
the Operational Control Center (CCO)
of the Airport of Guarulhos and can be
Air Traffic Telecommunication Services Contracting Station
The information was provided by the Concessionaire of the International Airport of Guarulhos. Report sent by Official Letter DR/0076/2016, of January 15, 2016.
21
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
39
40
Measures Which Contribute to the Reduction of Aviation GHG Emissions
optimized to also handle reduced emis-
sions. Thus, in 2016, it is intended to make
a study to promote the implementation of
indicators, which guide actions intended
4
6
to reduce aircraft waiting time.
of diesel. A feasibility study will be made
about using biodiesel to supply this fleet.
There is a potential economy in this sub-
This action can lead to a significant reduc-
stitution, as the biodiesel coming from
tion in aircraft emissions in maneuvers on
the Bioplanet project (social investment -
the ground. Through coordination be-
SUB C -BNDES) can be acquired at a lower
tween CCO and EPTA SP-GRU it is possi-
price than that of the diesel practiced in
ble to optimize these operations aiming at
2016, it is intended to conclude a study to
establish goals to reduce taxiing time for
the aircrafts that leave from and arrive at
5
Guarulhos.
Use of ethanol in the “flex” fleet
(Scope 1)
The airport of Guarulhos has a fleet of 22
“flex” vehicles (they can be supplied with
ethanol and gasoline). The consump-
tion presented by this fleet in 2015 was
54,446 liters of gasoline and 9,329 liters
of ethanol. Currently, the ethanol price is
equivalent to approximately 67% of the of
gasoline price. Therefore, there is potential for reducing costs with the increase of
the proportion of use of ethanol in the flex
fleet. Thus, it is planned to increase from
The airport of Guarulhos has a fleet of 80
tion of this fleet in 2015 was 166,748 liters
Taxi Time
sions of GHG and pollutants. By December
(Scope 1)
vehicles driven by diesel. The consump-
Reduced Aircraft
gains in current time, with reduced emis-
Use of biodiesel in the fleet
the market. The study shall be concluded
7
in September 2016.
Optimization of the Air-Conditioning
System (Scope 2)
The air-conditioning system has noticea-
ble proportional consumption of electric-
ity in the airport (estimated at between
30 and 35%). The total energy consumption in 2015 was 152,585 MWh and represented for the concessionaire a cost
of R$ 65.254 million. Thus, it is intended
to install in the passenger terminals and
in the cargo terminal air-conditioning
functioning adjustments, which allow its
disconnection and alterations in the temperature in accordance with the times of
movement and climatic conditions. This
action shall be concluded by December
2016.
15% to 30% the direct use of ethanol in the
airport flex fleet, which will reduce GHG
emissions. This substitution will be implemented throughout 2016.
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
8
Optimization of illumination System of
EDG – Garage Building (Scope 2)
The illumination system in the Garage
Building has power installed of 177,200
kWh/month. It is intended to optimize
the illumination system of the Garage
Building with the disconnection of 50% of
the light fixtures and making use of natural light. This action will be concluded by
9
December 2016.
Partial substitution of the sodium va-
por lamps by LED lamps in the Cargo
Terminal
The illumination system of the Cargo Terminal Import Warehouse, composed of
sodium vapor lamps has installed power
of 192,500 kWh/month and had points of
low luminosity. The substitution of part
of the lamps by LED lamps reduced the
monthly electricity consumption by 60%
and improved the illumination of the car-
go terminal. The measure had the cost of
R$ 1.24 million and was concluded in De-
10
cember 2015.
Use of LED on the landing and takeoff
runways
of its lamps. In 2015 the halogen lamps
of runway 09/27R were replaced by LED
lamps. The action cost R$ 4.245 million
and led to an average monthly saving
of 10% in electricity consumption of the
illumination system of the landing and
takeoff runways.
11
Residue recycling:
Group D
In 2015, the airport of Guarulhos generated approximately 11,041 tons of group
D residues (not hazardous), most of it
being sent to landfills located at 30km
from the airport. This quantity had a
management cost of R$ 3,015,983. Most
of this cost refers to transportation and
landfill rates. The recycling of this material can generate a significant cost reduction, evaluated at approximately R$
8,427,586 (2016 to 2027). Furthermore,
the action would have environmental
gains, including reduced GHG emissions. Thus, it is intended to present, by
August 2016, a study of implementing a
sorting station for treatment of group D
residues in the cooperative area of collectors, district of Taboão - SP.
The illumination system of the landing
and takeoff runways, with integral use of
halogen lamps, consumed 195,000 kWh/
month and required partial substitution
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
41
Measures Which Contribute to the Reduction of Aviation GHG Emissions
42
12
Recycling of wooden pallets
In 2015, the pallets collected in the Cargo
Terminal (100t/month on average) were
13
sent to a sanitary landfill. The decom-
Replacement of the GSE fleet
by more efficient equipment
The Ground Service Equipment fleet,
which on the whole is constituted of trac-
position of this material generates GHG
tors driven by diesel, produces signifi-
ane gas. It is estimated that the recycling
fleet by more efficient vehicles will be a
emissions due to the generation of meth-
cant emissions. The replacement of this
of the wooden pallets can generate re-
relevant measure for reducing emissions
duced GHG emissions of about 4,300
of the Airport of Guarulhos. It is planned
tC02e/year. Thus, as of 2016, it is intend-
to make a feasibility study about replac-
ed to send for recycling all the wooden
ing the GSE fleet (tractors) by ESATAS by
pallets collected in the cargo terminal.
December 2016.
6.1.3 Airport of Campinas/Viracopos22
The International Airport of Campinas/Viraco-
to a low carbon scenario. To elaborate the
gas emissions since 2013. This mapping and
emissions (scope 1) and the indirect GHG
pos has prepared inventories of greenhouse
the quantification of the emission sources allow one to know the profile of the emissions
of the organization, in order to trace strate-
gies, which direct the activities of the Airport
inventories it was considered the direct GHG
emissions by use of electric
consumed (scope 2).
imported and
Graph 19: Profile of Emissions - 2013
In 2013, a study made indicated that Viracopos
Scope 1
Scope 2
52%
48%
emitted a total of 4,331.81 tons of carbon
equivalent (tCO2e), there being 2,097.86 tCO2ein
scope 1 and 2,233.95 tCO2e in scope 2. Graph 19
represents these amounts in percentages for the
year when the inventory was concluded.
22
Report of Atmospheric Emissions of the International Airport of Viracopos – Campinas, January 2016.
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
Graph 20: Profile of Emissions - 2014
In 2014, Viracopos emitted a total of 5,306.18
Scope 1
44%
Scope 2
tons of carbon equivalent (tCO2e). Of this amount,
2.342,47 tCO2e refer to direct emissions (scope 1)
and 2,963.71 tCO2e to indirect emissions (scope 2).
56%
Graph 20 shows the results in percentages for the
year when the inventory was concluded.
Despite the short time series, of two years, the importance of investing in strategies related to the
increase of fuel efficiency in the airport becomes clear. The 2015 inventory is being prepared. The
airport of Viracopos has several projects and activities already implemented and in progress in order
to contribute to the reduction of greenhouse gas emissions, among which the following stand out:
1
Environmental Awareness
Viracopos understands that the change
in attitude and actions of its users and
3
coworkers is essential to attain a scenario
bus for transportation in the yards, a fact
formation and forums about the environ-
which will represent less burning of fossil
ment and climate change.
The passenger boarding area of the new
terminal (TPS1) will have 72 positions for
“check in”, divided into 3 clusters. The operating differential is that these clusters
are made available parallel to the entry
flow of the passengers (boarding flow),
which grants greater fluidity to the move-
ment of people and contributes to a more
efficient procedure during the embarkation of passengers.
bridges for domestic and international
to embark without needing to use the
actions include: spaces for disclosing in-
2
The new terminal will have 28 boarding
flights. Thus, the passengers will be able
of reduced atmospheric emissions. The
Infrastructure – “Check In” Clusters
Infrastructure – Boarding Bridges
fuels and reduced emissions associated
4
with airport activities (scope 1).
Infrastructure – New Yards
With the Viracopos expansion, three new
aircraft yards were created (Yards N, P and
Q) with a total of 72 aircraft positions.
Due to the dimensioning of these struc-
tures, operations that are more efficient
are expected in the airport, representing
less greenhouse gas emissions on the
ground. This measure has an impact on
international aviation, considering that
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
43
44
Measures Which Contribute to the Reduction of Aviation GHG Emissions
the airport of Viracopos receives interna-
rect emissions (scope 1). When compared
tional commercial flights.
5
Illumination in LED: Cargo Terminal,
New Route Access, Administrative
Building and ATR Yard
LED technology reduces energy con-
sumption and greenhouse gas emission
with conventional GPUs, which generate
electricity with the burning of fossil fuel,
7
in scope 2. The Project was started in the
Thus, there is reduction in the consump-
watts. Furthermore, the illumination of the
Viracopos is also receiving illumination
in LED. At the end of the activity 2,560
units of conventional tubular fluorescent
tion of electricity and emissions related to
8
scope 2.
Skylights with photovoltaic films – covering of the New Terminal (TPS1)
The covering of the TPS1 is sustained by
lamps of 32w will have been replaced by
structures called “trees” (there are 33 in
16w. The illumination of Yard 1 was also
tures, a skylight is fastened, which allows
counterparts of TUBLED illumination of
all). At the end of these sustaining struc-
replaced by LED lamps. In all, 9 (nine) con-
the passage of natural light. Furthermore,
ventional lamps of metallic vapor (1,000W
these structures are being prepared for
each) were replaced by 10 lamps with LED
6
The new passenger terminal has a large
objective of making use of natural light.
watts by LED model TSL 77 lamps of 156
LED lamps. The administrative Building of
senger Terminal (TPS1)
also built taking into consideration the
ment of the metallic vapor lamps of 250
Airport of Viracopos was executed using
Natural Illumination in the New Pas-
facade and the piers and corridors were
Cargo Terminal (TECA), with the replace-
duplication of the means of access to the
the GHG emissions fall considerably.
technology of 250W.
ATR Yard – infrastructure for connection of electrical GPUs
A work of infrastructure improvement
generating electricity from an installed
9
system of photovoltaic films (scope 2).
Modernization of equipment / fleet of
forklifts / baggage tractors
Viracopos has a total of 103 forklifts. Of
was executed in yard 1 of Viracopos,
these, only 5 are driven by diesel, as they
er supply sockets were installed (one for
cargoes of a large size, requiring more
which receives ATR aircrafts. In all, 5 poweach position) for use of the electrical
GPU equipment, which does not have di-
BASE YEAR 2015
are equipment whose purpose is to move
force. Of the remainder, they are equipment driven by gas and electricity, which
are less pollutive from the point of view
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
of GHG. Moreover, due to the configura-
as a reserve if the others break or require
the TPS1, all the tractors and transporta-
national aviation as it contributes to reduc-
tion of the new baggage system (BHS) of
maintenance. This measure impacts inter-
tion vehicles shall be driven by electric
motors, in replacement of the old diesel
10
45
tractors.
Boarding Bridges – Electrical systems
400Hz GPU and PCA
ing the fuel burned by the aircraft on the
ground.
11
For the new passenger terminal, we shall
have 28 boarding bridges, each one
equipped with electrical fixed equipment
of GPU (Ground Power Unit) and PCA
(Pre-Conditioned Air). This equipment
furnishes electricity and air-conditioning
to the aircraft on the ground, not requir-
ing the use of the APU (which burn jet
fuel). Furthermore, there are another 4
GPUs and 4 mobile electrical PCAs, to
handle remote positions or also be used
Feasibility study for reducing greenhouse gas emissions.
A technical study is being prepared to reduce the emissions of Viracopos, handling
all the material sources of emission, mainly
mobile combustion, fugitive emissions and
fuel efficiency. It is also understood that pre-
paring inventories, accompanied by a monitoring of the results, is an essential issue for
ensuring the applicability of a future plan for
reducing emissions. Viracopos intends, during the future increases of the airport site, to
adopt measures that can bring the airport to
a low carbon and efficient operating model.
6.1.4 Airport of Belo Horizonte/Confins23
In 2015, the CCR Group (largest private share-
ware CERENSA, which is also the tool used for
for the fifth time running, as a member of the
ring to environmental issues. At this moment,
holder of the concessionaire) was selected,
Business Sustainability Index (ISE) of BM&F
Bovespa. While in 2016, BH AIRPORT, conces-
sionaire of the airport of Belo Horizonte/Confins will be part of the GHG Emissions Inventory of the CCR Group and to do so is filling in
monthly the information required in the soft-
monitoring the sustainability indicators referthe concessionaire is studying several projects,
which would have the premise of reducing the
consumption of electricity and fuels, but at
this initial stage of the concession it is not yet
possible to specify accurately the end effects
planned.
23
Information contained in Official Letter BHA-PRE-0202, 2015, signed by the Contractual Manager of the Airport of
Confins, on November 30, 2015.
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46
Measures Which Contribute to the Reduction of Aviation GHG Emissions
It is important to point out that, in the current
tems; acquisition of low consumption lamps;
tion of the consumption of water and energy
the restrooms of TPS1; installation of low con-
scenario of the airport, the absolute reducspecifically for the biennium 2015 /2016 is un-
likely. The reason for this is that the consumption of these resources in the airport tends
to increase, due to the new infrastructures,
which have been built and delivered, such
as: Passenger Terminal 3 (TPS 3); Aircraft Yard
2; Renovations in Passenger Terminal 1 (TPS
installations of LED lamps in the renovation of
sumption devices in the new hydrosanitary in-
stallations of TPS3; update of the automatic
on/off scheduling of the air-conditioning and
illumination systems; optimization of main-
tenance processes, as cleaning of the water
tanks, irrigation, etc.
1); Implementation of energy system in 400
In the following study stage for optimizing
the other hand, the investments made dur-
consumption reduction shall be established.
Hz; Work on airside and New Assignees. On
ing the previously mentioned biennium (es-
timated at R$ 750 million) will bring greater
operational efficiency to the airport, which
will contribute to reducing greenhouse gas
emission. For example, currently to handle the
various remote embarkations (by bus) in this
airport, the permanent movement of up to 10
buses, with high consumption of diesel oil is
required. With the implementation of 17 new
positions by boarding bridges on TPS 2, the
remote embarkation will be practically limited
to small aircrafts.
Besides that, certain actions with impact on
the relative reduction of water and electric-
ity consumption were taken throughout
2015, such as: acquisition of equipment with
consumption seal “A” of Procel ; preventive
24
maintenance in the energy and water sys-
natural resources, certain goals of relative
To do so, alternatives will be analyzed in or-
der to report the consumption of water and
energy by passenger unit, cargo or aircraft,
as well as indicators associated with buildings and/or processes. While in the long
term, several initiatives are being consid-
ered, such as: reuse of grey water and rainwater in TPS1 and TPS2; adoption of illumi-
nation in LED in TPS2; adoption of efficient
systems in electromechanical equipment
(conveyors, elevators, escalators, boarding
bridges, etc.); adoption of architectural so-
lutions which favor natural illumination and
fuel efficiency; efficient and economical airconditioning solution. Besides reducing the
use of natural resources, the concessionaire
also intends to study alternatives that allow
the generation of clean energy in its installa-
tions. Having large areas and permanent in-
24
The Procel Seal is a promotional instrument granted annually since 1994 to the equipment which has the best fuel
efficiency indices in its category. It aims to encourage the domestic production of more efficient products in the energy
saving item, and guide the consumer, in the act of purchasing, to acquire equipment which has better levels of fuel
efficiency.
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
solation (feature of the tropical climate), the
clean energy and thus reduce the necessity
of photovoltaic panels which would produce
work.
concessionaire studies the implementation
of using electricity from the commercial net-
6.1.5 Airports of Brasília/Presidente Juscelino Kubitschek and São Gonçalo
do Amarante/Governador Aluízio Alves25
The administration of the airport of Brasília
has made studies about the possibility of im-
plementing measures which lead to reduced
greenhouse gas emissions both in Scope 1
(direct emissions), and in Scope 2 (indirect).
Regarding the emissions of Scope 2, the air-
port studies the installation of LED lamps in
replace of the traditional ones and will analyze
the potential for making use of solar energy.
In the process of the airport expansion, south
and north piers were built with the implementation of certain energy efficiency measures,
such as double-glazing, illumination with LED,
natural light and automation systems. These
alternatives will be considered in the projects
for constructing new buildings.
Another measure that will be implemented is
the installation of infrastructure in the boarding bridge for supply of air-conditioning and
electricity for the aircraft on the ground. This
measure avoids the fossil fuel burning during passenger embarkation and disembar-
kation caused by the use of APUs and GPUs.
The Project is in the final phase of preparation
and will be presented to the ANAC in the first
six months of 2016. Regarding the yard and
runway infrastructure, it should be pointed
out that, in December 2015, the simultane-
ous operation of the runways was started. The
aircrafts started to follow new arrival and departure routes in the airport of Brasília which
contribute to reduced waiting time of landing
and taking off, and, consequently, to avoid-
ing unnecessary burning of fuel and reducing
GHG emissions.
The Airport of Brasília seeks to coordinate the
scheduling of flights taking into considera-
tion the time of confirming flights, the quantity of passengers, the meteorology and the
air traffic management. Thus, the allocation
of the resources has as basis the information
transferred by the Airlines in order to prioritize
operational logistics, resources and services.
Thus, it is possible to optimize the operations,
avoid delays and promote greater efficiency in
the aircraft fuel consumption. Such measures
25
IInformation sent by official letters IA # 0021/SBSG/2016 airport of Natal) and IA # 0064/SBBR/2016 (airport of Brasília), on January 19, 2016.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
47
Measures Which Contribute to the Reduction of Aviation GHG Emissions
48
can affect the aircraft fuel consumption, in-
use of energy from renewable sources. In the
of Brasília receives international commercial
efficiency measures were implemented, as
cluding in international aviation, as the airport
flights.
The airport of São Gonçalo do Amarante, as
well as the airport of Brasília, is administered
by Inframerica. The measures of improved en-
ergy efficiency and reduced GHG emissions
of scope 2 include the modernization of the
air-conditioning and energy plants and the
construction of the terminals, certain energy
double-glazing, making use of natural light
and automation systems. The implementation
of LED lamps is in the feasibility study phase.
The supply of air-conditioning and electricity
in the boarding bridges to avoid burning of
fossil fuel of the aircraft on the ground in the
airport of São Gonçalo do Amarante is also
part of the feasibility study.
6.2 Aeronautical Industry: technological development
6.2.1 Embraer26
One of the ways of reducing fuel consumption
ducing drag. The use of advanced technology
The engineers of Embraer have found an eco-
fly by wire27) of the new jets will allow reduced
is to make relevant alterations in the aircraft.
in the engines, wings and avionics (including
nomical manner of restructuring existing air-
fuel consumption, emissions, noise and main-
tial, without jeopardizing their original mode
operational efficiency. The improvements de-
eration of the E-Jets Family was launched, de-
consumption, in a typical operation, and re-
new airplanes: E175-E2, E190-E2 and E195-E2.
tons per aircraft per year.
passengers, will come into service in 2018.
Regarding the E175, it is estimated that the
wings with a distinctive, swept tipped wing
duce the fuel consumption by approximately
craft models to improve their efficiency poten-
tenance cost, besides maximizing the airline
of operation. In June 2013, the second gen-
scribed lead to a saving of 16 to 24 % in fuel
nominated E-Jets E2 and composed of three
duced CO2 emissions by approximately 3,600
These jets, which seat between 88 and 132
The E-Jets E2 aircraft utilize high-aspect ratio
combination of aerodynamic changes can re-
structure that optimizes the aerodynamics, re-
6.4% on a typical flight. These improvements
26
ATAG –Air Transport Action Group: “Aviation Climate Solutions”/2015, page 110.
Fly-by-wire is a type of control of the mobile surfaces of an airplane by computer. This allows that any modification of
the direction of an aircraft made by the pilot is “filtered” and transferred to the mobile surfaces: aileron, elevator, rudder.
27
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
include new wing tips, optimization of sys-
the departments of sustainability and custom-
surface. The Project had the direct participa-
changes have not altered the operational fea-
tems and improvements to the aerodynamic
tion of 600 people, specialists of Embraer and
great contribution of ten suppliers located in
the USA, Europe and Japan. Most of the Em-
braer departments were involved, from market
intelligence, flight testing and engineering, to
er support. It is worth pointing out that the
tures of the original aircraft and, therefore, do
not require new training for the pilots or other
operational costs. The modifications to the
E175 have the potential to reduce CO2 emis-
sions by more than a ton a year.
6.3 Contributions of Airlines
6.3.1 Gol Linhas Aéreas Inteligentes28
The consumption of jet fuel is the main cause
which can generate negative impacts on the
of GOL, arising from GHG emissions. To re-
GOL seeks solutions that involve reduced con-
of environmental impact in the operations
duce both its emissions and costs, the company seeks to minimize the consumption of
this non-renewable and pollutive resource.
financial result of the company. In this respect,
sumption of fossil fuels and the use of fuels
from renewable resources.
It should be pointed out that, besides being
Below there is a graph which portrays the vari-
tive and therefore subject to price variance,
2010 and 2014.
a pollutant, kerosene is a petroleum deriva-
ance in the total CO2 emissions of Gol between
28
“Initiatives (Fuel Saving and Reduced Emission of Pollutants)” Prepared by the Exec. Mgmt. of Engineering of Operations & CCO of GOL Linhas Aéreas. October 2015.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
49
Measures Which Contribute to the Reduction of Aviation GHG Emissions
Graph 21: Total emissions of CO2 (in tons) by Gol Linhas Aéreas – 2010-2014.
3.80
CO2e (millions of tons)
3.75
3,812,188.66
3,749,675.64
3.70
3.65
3,682,144.75
3,707,767.82
3.60
3,605,830.81
3.55
3.50
Emission 2010
(base year)
Emission 2011
Emission 2012
Emission 2013
Emission 2014
Source: Gol Linhas Aéreas
The graph below shows the variance of the emissions by seat/ kilometer offered between 2010 and
2014.
Graph 22: Quantity of CO2 emitted (in kg) by seat-kilometer offered by Gol Linhas Aéreas – 20102014.
0.084
0.082
kgCO2e/ASK
50
0.081526472
0.080
0.078153167
0.078
0.078652101
0.076
0.074
0.074248428
0.074101295
0.072
0.070
2010
2011
2012
2013
2014
Source: Gol Linhas Aéreas
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
All the airlines are exposed to risks arising from
of a young fleet, with new technologies, and
as adverse meteorological conditions, which
which is connected to the precepts of the In-
natural occurrences due to climatic changes,
can come and affect their operations. With a
view to mitigating these risks, GOL executes
evaluations of long-term impacts and studies
of climatology and economic-environmental
the Biofuels and Renewable Energy Program,
tergovernmental Panel on Climate Change
(IPCC) and aims to reduce the impacts of CO2
emissions.
impact in the regions where it operates. GOL
Regarding navigation technology, GOL was
the bases of operations and routes, in order to
with the system by satellite RNP-AR in the air-
monitors the meteorological behavior in all
ensure the least impact on its customers.
Another concern of GOL is being in agreement
with the limits of CO2 emissions that may be
established by domestic and international
bodies. To avoid that future international operations or code-share agreements with foreign companies are affected by requirements
related to GHG emission limits, the company
has taken measures to reduce the use of fossil
fuel and, thus, reduce its emissions. The most
important measures include the management
the first Brazilian company to operate aircraft
port Santos Dumont, in Rio de Janeiro. The
technology ensures safe landing even with
poor visibility, due to the great accuracy and
reliability of the system by satellite. After the
introduction of this new technology, the “ceil-
ing” – i.e., the height of the clouds related to
the ground – for landing went from 300 to
93 meters in the airport Santos Dumont. The
initiatives of the company for reducing fuel
consumption and the associated emissions
always observe, in first place, safety requirements.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
51
52
Measures Which Contribute to the Reduction of Aviation GHG Emissions
Table 4. GOL measures for reducing fuel consumption and associated emissions
Reduction in Fuel
Consumption
Reduction in CO2
Emissions
Measure
Description
winglets
108 aircraft of GOL have a component at
the wing tip which generates improved
aerodynamics and, consequently, fuel
saving.
Project in measurement phase
or not measurable.
Split Scimitar
Winglet
Modification to the aerodynamics of
the wings: improves efficiency of fuel
consumption, mainly on long routes. It is
installed in three aircrafts and does not alter
the methodology of calculating performance
of taking off and landing. Estimated 1% fuel
saving on long routes.
Project in measurement phase
or not measurable.
Required
Navigation
Performance
(RNP):
System of navigation by satellite, which
offers guidance and control of the aircraft
in ground flying – reduces the dependence
on the communication with the ground and
promotes reduction in distance flown, which
reduces fuel consumption.
31.754 kg
(2014)
CO2 - 96.641 kg
(2014)
System of communication by satellite,
which provides the dispatch of data from/
to the aircraft, in ground flying, and allows
more assertive communication and a
shared decision-making process in advance
– minimizes route deviations and ensures
greater efficiency of operations.
Project in measurement phase
or not measurable.
Fuel and
Carbon
Solutions
Program developed since 2010 aiming
to optimize the use of fuel and, to do so,
has 16 initiatives that develop intellectual
capital, implement greater control of
processes, define new rules and increase
operational safety.
Project in measurement phase
or not measurable.
Alternate
Selection
GOL works with an alternative aerodrome,
instead of two, as in the past. This avoids
an unnecessary dispatch of fuel. Initiative
implemented based upon studies of the
Directory of Operational Safety.
1.393.659 kg (2014)
1.249.493 kg (2015*)
CO2 - 4.334.278 kg (2014)
3.885.294 kg (2015*)
Change of values of MVD index (fuel
calculated between the last point of
Destination
navigation and the destination aerodrome)
Maneuvering:
referring to the approach process, based
upon descent performance calculations.
1.071.140 kg (2014)
647.720 kg (2015*)
CO2 - 3.331.244 kg (2014)
2.014.410 kg (2015*)
Aircraft
communication
Addressing
Reporting
System (Acars):
* 2015 Partial
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Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
Reduction in Fuel
Consumption
Reduction in CO2
Emissions
Dynamic Taxi
The quantity of fuel sent for the aircraft
route on the ground went from a fixed
value to a flexible one – based upon the
evaluation of consumption by airport and
time range. Thus, the chance of fuel lack or
excess in flights was eliminated.
63.385 kg (2014)
30.828 kg (2015*)
CO2 - 197.126 kg (2014)
95.875 kg (2015*)
Minimum
Dispatch Fuel
The statistical analysis of the behavior of
each flight, creating historical series of fuel
consumed and rationalization of future
supplies.
696.086 kg (2014)
324.556 kg (2015*)
CO2 – 2.164.829 kg (2014)
1.009.360 kg (2015*)
Air Traffic
Management
(ATM)
Céus Verdes do Brasil: Parceria com a
General Eletric, Departamento de Controle
do Espaço Aéreo – DECEA, ANAC, Infraero
e operadores aéreos, o projeto visa o
engajamento de órgãos reguladores para
melhorar o gerenciamento do espaço aéreo
do país.
Measure
Description
Developed since January 2011. It is part of
the program Fuel and Carbon Solutions and
is divided into two phases:
Program APU
1) Project APU (Overnight): already
implemented, it aims to reduce the use of
APU of aircraft overnight.
2) Project APU (Transit): in implementation,
it seeks to reduce the use of APU during the
transit of aircraft, replacing it by support
equipment on ground (ACU/GPU) and with
less consumption per hour.
Crew Space
* 2015 Partial
Space in the airport for the crew to rest in
the period that they remain on the ground.
It aims to encourage them to disembark
from the aircraft, which will minimize the
use of APU. On 07/02/15, the first Crew
Space was inaugurated in the International
Airport of Confins. There are negotiations
with Concessionaires for implementing this
room model in: Recife, Salvador, Fortaleza,
Natal and Manaus.
53
Project in measurement phase
or not measurable.
2.023.916 kg (2014)
352.559 kg (2015*)
CO2 - 6.294.378 kg (2014)
1.096.458 kg (2015*)
*Information related to
project “overnight””
*Information related to
project “overnight”
14.517.315 kg
CO2 - 45.148.849 kg
(Network Aug 2014 to Sep 2015)
(Aug 2014 to Sep 2015)
*Information related to
project “transit” in CNF/SSA/
CGH/GRU/SDU/GIG/BSB
*Information related to project
“transit” in CNF/SSA/CGH/GRU/
SDU/GIG/BSB
1.685.868 kg
(Network 2015)
CO2 - 5.243.049 kg
(Network 2015)
Source: Gol Linhas Aéreas
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
Measures Which Contribute to the Reduction of Aviation GHG Emissions
54
6.3.2 TAM Linhas Aéreas – LATAM Group29
The LATAM Group is formed by airlines LAN
and TAM, headquartered in Chile and Brazil,
respectively, but they operate throughout
Latin America. In accordance with the Sustainability Report presented by the company LA-
TAM in 2014, in its environmental strategy the
group aims to be one of the world leaders in
The efforts of the LATAM Airlines Group to at-
tain the highest efficiency levels are based upon
three actions:
1
combating climate change, which will contrib-
improving efficiency in fuel consumption and
the efforts were acknowledged in the gains
obtained in international initiatives, as the
Dow Jones Sustainability Index (DJSI).
2
tions in 2020; improve by 10% the energy efficiency of the company’s infrastructure in 2020;
obtain a saving of US$ 200,000 in the energy
consumption of the installations in 2020; re-
duce by 10% the volume of residue in 2020;
and implement and Environmental Management System in all the main operations in
2016.
veloped. It should be pointed out that the
cent lamps in the hangars for more efficient
for all the group: improve efficiency
of 2005; have Neutral Carbon Ground Opera-
residue disposal management were de-
electrical vehicles and changing incandes-
are in the phase of structuring the following
liquid emissions of CO2 related to the levels
grams of efficient use of energy, water and
tiatives were implemented with the use of
to winds and extreme climatic events. They
2020; attain by 2050 a reduction of 50% in
Improvements to the infrastructure: pro-
fraction of the group’s carbon footprint. Ini-
of temperature and volume of rain, alterations
in fuel use; achieve neutral carbon growth in
In 2015, 28 new aircraft were incorporated.
ground operations correspond to a small
directly affect its operations with the increase
goals
air quality and reduced noise level. In 2014,
thanks to the incorporation of 19 new aircraft.
LATAM understands that climate change can
30
of greater yield and which contribute with the
the average age of the fleet was seven years,
ute to the company’s efficiency and competi-
tiveness. The group developed a program for
Young fleet: allows operating with engines
light fixtures, among other measures.
3
Fuel efficiency: the LATAM Airlines Group
improved by 1.2% its fuel efficiency, resulting from saving programs. The Lean
Fuel (LAN) and Smart Fuel (TAM) programs
combine technological and procedural im-
provements with optimization and ensuing
fall in CO2 emissions and include, respectively, 17 and 14 initiatives. They allowed in
2014 a reduction in consumption of 31 million gallons of fuel, equivalent to the reduction of 298,184 tons of C02. Table 6 details
the initiatives related to fuel saving.
29
Sustainability Report 2014, LATAM Airlines Group. Accessed at: http://incargonews.com/pt/grupo-latam-airlines-publica-relatorio-de-sustentabilidade-de-2014/#.VsNa6uZRL9I, on day 02/02/2016.
30
These goals are related to the objectives listed by IATA for combating climate change.
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Measures Which Contribute to the Reduction of Aviation GHG Emissions
Board 1. Initiatives related to fuel saving.
LEAN FUEL E SMART FUEL
1 Optimization of weight aboard: the quantity and distribution of weight aboard directly
influence fuel consumption. Several initiatives aim to reduce the structural weight of the flights
and distribute it in the best manner possible in the aircraft.
 Improvement of load factor: combination between flights of passengers and cargo, aiming
to optimize the aircraft transportation capacity.
 Incorporation of lighter materials aboard.
 Optimization of distribution of the load, in order to obtain a more appropriate center of
gravity for the aircraft.
2 Optimization of routes, cruising speed and landing: route planning which avoids adverse climatic conditions or turbulence can improve fuel efficiency.
 Privilege direct routes and continuous descent landing procedures.
 Use of the OSA navigation system, which calculates the best routes in accordance with
climatic conditions checked in real time, rates for use of air space and fuel consumption.
 Use of RNP, a system of navigation by satellite which guides the aircraft by GPS in an automatic manner. The system allows more efficient and safer approach procedures.
 Optimization of cruising speed to obtain greater efficiency in the use of fuel without flight
delays.
 Standardization of approach and landing operations, in order to increase their efficiency.
3 Optimization of engine use on ground:
 Taxi operations with the use of only one engine.
 Minimization of use of APU, thanks to improved airport infrastructure.
4 Maintenance panel: development of program which corrects failures that affect fuel yield.
 Tasks to increase efficiency.
 Engine washing, which allows more efficient combustion and reduced emission of PM10
particles.
5 When preparing the aircraft for passenger flights:
 Use of only one item of equipment for acclimatization and pressurization of the cabin
instead of two, saving fuel.
6 Activities of continuous improvement panel: allows identifying opportunities of fuel efficiency from maintenance improvements.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
55
56
Measures Which Contribute to the Reduction of Aviation GHG Emissions
Transparency - The company discloses its
their carbon footprint in corporate trips and
lowing manner: in the Carbon Disclosure Pro-
the CO2 emissions. During the World Cup in
results in the area of sustainability in the fol-
compensate with initiatives that neutralize
ject (CDP) - since 2011, the group discloses
Brazil, 100 thousand tons of greenhouse gas
category each year in the ranking of CDP; and
12 host cities were compensated. The carbon
its carbon footprint in this platform, rising in
by means of the Environmental Support Document - own document of public access which
presents in depth the company’s environmental performance and strategy.
Compensation of emissions - In 2014, the
company implemented the program Neutravel, which allows customer companies to know
emitted by the flights which connected the
emissions include the CO2 equivalents arising
from burning fuel of fixed and mobile sources
(Scope 1), the generation of electricity (Scope
2) and other emissions related to company
activities (Scope 3). LATAM is improving its
data collection system to increase the coverage of the emissions calculation (mainly of
Scope 2 and 3).
Table 5. Emissions of the LATAM Group – 2013 and 2014
Carbon Emissions G4-EN15, 16, 17, 18, 20, 21
EMISSION TYPE
UNIT
2013
2014
CO2 Scope 1
t CO2e
11,844,687
11,716,772
CO2 Scope 2
t CO2e
18,597
18,003
CO2 Scope 3
t CO2e
4,283
7,091
Intensity of GHG emissions in flight operations
kg CO2e /100 RTK
81,09
80,14
Gases which affect the ozone layer
kg CFC-11e
2,985
2,218
Nitrogen oxides
t Nox
40,752
40,022
Intensity of nitrogen oxides
gNOx/RTK
2.68
2.64
Sulfur oxides
t Sox
1,850
2,800
Intensity of sulfur oxides
gSOx/RTK
12.69
19.22
RTK: revenue tonne kilometers transported
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Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
6.4 Aviation Biofuels
6.4.1 Minas Gerais Platform of Biojet Fuels and Renewables31
The Minas Gerais Platform of Biojet Fuels and
consolidated the concept and encouraged the
ernment bodies, universities and research cen-
collaborative and logistically optimized plat-
Renewables gathers Minas Gerais state govters, companies and other domestic and international actors. The objective of the Minas
integration of the various “stakeholders” in a
form.
Gerais Platform is to make feasible in Minas
The macaw was chosen by the Agrarian Devel-
aviation biofuels and other renewable prod-
potential for family agriculture. Thus, an un-
Gerais an integrated value chain for producing
ucts. The macaw (Acrocomia aculeata), a native palm of the state, is the main raw material
opment Ministry - MDA as raw material with
derstanding was formalized with Curcas Diesel
Brasil32 to promote the macaw in the Minas
which is being studied, as it has huge potential
Gerais Platform of Biojet Fuels. The macaw is
production chain of the macaw involves two
of Viçosa has performed in the research of this
for producing biofuel. The structuring of the
aspects: the extractivism (family agriculture
in the clumps of macaw around the municipality of Dores do Indaiá) and the agribusiness
(commercial planting in the municipality of
João Pinheiro).
The Minas Gerais Platform was created in June
2014. Partnerships established with the Interamerican Development Bank – BID, the air carrier GOL Linhas Aéreas Inteligentes and UBRA-
BIO allowed the development of the concept
of an integrated, multi-material and multi-
process chain (“from research to plane wing”).
In the last eighteen months, the Government
of Minas Gerais, with the support of Curcas,
in the R&D phase and the Federal University
plant in the last ten years, sponsored by Petrobras.
Nanum Nanotecnologia, producer of a com-
bustion optimizer, entered in the Platform to
conduct the selection of processes of con-
verting vegetable oils and animal fats into
synthetic hydrocarbons, in the form of green
diesel, biojet fuels and renewable chemical
products. Nanum intends to implement a bio-
refinery with capacity of 50,000 ton/year in
the industrial area of Uberaba/MG using the
Axens technology of France. The negotiations
of the licensing of this innovating technology
for producing HEFA33 using soy oil, macaw and
A Report sent by representatives of the Brazilian Platform of Biojet Fuels and the Minas Gerais Platform of Biojet Fuels
and Renewables, on 02/10/2016.
31
Curcas Diesel Brasil LTDA is a company founded in 2007 in order to develop an integrated and sustainable chain for
producing biodiesel.”
32
33
HEFA: hydroprocessed esters and fatty acids.
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57
Measures Which Contribute to the Reduction of Aviation GHG Emissions
58
animal fats, besides a process of converting
Action Plan of the Minas Gerais Platform fore-
in a single platform for synergy of processes,
Technical Units - UTDs in several municipalities
agricultural residue into bio-oil, all integrated
are in the final phase. GOL Linhas Aéreas In-
teligentes is considered a strategic and founding partner of the Minas Gerais Platform of
Biojet Fuels, with commitments of “off-take”
contracts of biojet fuels, already formalized
with Amyris
34
for SIP , and with Nanum for
35
HEFA, besides encouraging the productive
chain of macaw.
In April of 2015 the Workshop of Alignment of
the Minas Gerais Platform of Biojet Fuels, and
Renewables was held. In May 2015, the Action
Plan of the Minas Gerais Platform was submit-
sees the implementation of Demonstration
of the State, in a partnership of the MDA with
the State Secretariat of Agriculture, Livestock
and Supply of Minas Gerais for qualification
and training of family agriculture in the con-
sortium of macaw with alternatives of annual
harvest. The Consortium of MacaubaBR was
formed in January 2016 (CURCAS, AGROTO-
OLS, NANUM, GOL, ACROTECH, ECODATA)36
by Curcas Diesel Brasil for structuring the in-
tegrated chain of macaw and implementing
the pilot project of the Minas Gerais Platform
of Biojet Fuels and Renewables.
ted to public inquiry and, in June of the same
The objective of the Pilot Project is to show
Official Gazette, which completed the legal
macaw to produce aviation biofuel. From the
year, the document was published in the State
formalities for its institution. As of August
2015, UBRABIO made countless consultations
with the Federal Government for introducing
macaw as a native species for recovery of Permanent Preservation Areas - PPAs, legal re-
serves and recovery of degraded pasture, in
the commitment of reforestation assumed by
Brazil’s INDC in COP21 – Paris Agreement. The
the technical-economic feasibility of using
project, a plantation of 1 million hectares of
macaw in Minas Gerais, used in the recovery
of PPAs, legal reserves and degraded pasture
is sought by 2030. The project involves, beside the government of Minas Gerais, several
other actors. Table 8 lists the other actors involved and the main actions developed by
each one of them.
North American company headquartered in São Paulo State which has technology for producing biofuel rom sugarcane.
34
35
SIP - Synthesized Iso-Paraffinic, fuel produced by company Amyris, in Brotas (SP).
Agrotools - Company of territorial management and socioenvironmental analyses for agribusiness; NANUM - Company of Minas Gerais focused on producing nanometric metallic oxides; ACROTECH – Company of Minas Gerais which
produces and sells Macaw seed; ECODATA - Brazilian Agency of Environment and Information Technology.
36
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59
Table 6. Other actors and actions of the Minas Gerais Platform of Biojet Fuels and Renewables.
Actor
Actions
Ministry of Agrarian Support for the extractive chain of Macaw, PGPM/BIO, and implementation of
Development
UTDs with the planting of Macaw associated with beans.
Ministry of Agriculture - MAPA
Support for Macaw zoning, in partnership with UFV/EPAMIG, and disclosure of
the technological mastery of this cultivation through Field Day Circuits.
Secretariat of Civil
Aviation -SAC
Institutional support for the Minas Gerais Platform of Biojet Fuels aiming at alignment of Brazilian industry in the effort to mitigate the civil aviation GHG emissions.
ACROTECH
Supply of Macaw seedlings for the UTDs of the pilot project.
Altitude Engineering/PG
System of follow-up of planting, monitoring of recovery projects of PPAs, legal
reserves and degraded pastures, with images through “drones” (VANTs)
Banco do Brasil
Program of Sustainable Regional Development and Social Technology of the Banco do Brasil Foundation.
BNDES
Support through FUNTEC and other programs for the development of the productive chain including the pilot biorefinery.
BDMG
Financial support for the projects of commercial planting and improvement of Macaw.
COMASF
Consortium of the Municipalities of the Basin of Alto São Francisco: supporting
implementation of regional small enclosures (seedlings).
GE
Supply of technology and support of the Global Research Center in the tests with
green diesel and biojet fuels in turbines and engines, including tests with the fuel
optimizer (Nanum).
GOL
MOU of off-take of the production of green diesel and biojet fuels with Nanum
Nanotecnologia.
AGROTOOLS
Supply of platform for the integration of the “agricultural internet” with “big data”
associated with CAR of agricultural properties and integrated with the ISA system and monitoring of planting of Altitude.
Nanum
Nanotecnologia
Implementation of biorefinery unit of 50,000 t/y in the industrial area of Uberaba,
MG.
Ômega Ambiental
Projects of PPAs recovery, legal reserves and degraded pasture, with use of Macaw (etc.).
RSB
Support in certification of Agribusiness chain of Macaw and pilot biorefinery.
SOLEA
Rational planting and improvement unit of coconut of Macaw of APL 02 - Joao
Pinheiro, MG
UBRABIO
Institutional support and governmental relations (National Congress: National
Program of Biojet Fuels; ANP, MAPA, Bilateral Agreements with the USA and Germany and resources of G7 for revitalizing the Basin of Alto São Francisco).
UFMG
Characterization of vegetable oils for the process of thermal cracking of Nanum
Nanotecnologia, certification of green diesel, biojet fuels, and renewable chemical products.
UFV, EPAMIG, EMBRAPA and other
research institutions
Continuity of R&D program of Macaw (cloning), and support in implementing
Technical Demonstration Units of Macaw and association with annual cultivation.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
Measures Which Contribute to the Reduction of Aviation GHG Emissions
60
The construction of an aviation biofuel indus-
In addition to that, the environmental benefits
macaw as the main raw material will provide,
emissions, as the planting of macaw will play
try and renewables in Minas Gerais State using
besides economic and environmental gains,
social advantages, bearing in mind the insertion of family farmers in the extractive process.
are not restricted to the reduction of GHG
a role in the recovery of Hydrographic Basin
of the Rio São Francisco and recovery areas of
the PPAs and degraded pasture.
6.4.2 Actions of the Company GOL Linhas Aéreas Inteligentes 37
In order to reduce its GHG emissions and its
Pernambuco - In Pernambuco, GOL has
sources, GOL, since 2012, has had a Biofuel
tralize the carbon footprint in Fernando de
dependence upon fuels of non-renewable
program, which seeks to encourage and cre-
ate circumstances to allow the construction
of a value chain of bio jet fuels in Brazil. They
consider that bio jet fuels have the potential
to reduce by up to 80% the emissions of a
flight. Thus, GOL performs a series of activities
for promoting this new industry, among which
the following stand out:
Minas Gerais – GOL composes the Minas
Gerais Platform of Biojet Fuels and Renew-
worked with the State Government to neu-
Noronha, a natural Paradise visited by thou-
sands of tourists every year. As most of the
emissions generated by the region of the archipelago arises from air transportation, bio-
fuel is one of the best options to contribute to
reducing the carbon footprint and drastically
reduce the total CO2 emissions of the island.
Nevertheless, the state faces challenges, as
there is not a structured productive chain to
produce and distribute the bio jet fuels.
ables, as described in the previous item. On
São Paulo - São Paulo is the most developed
tenance Center (MRO) in the airport of Belo
manufacturing unit of Amyris, a North Ameri-
June 5, GOL hosted in its hangars of the Main-
Horizonte/Confins, the Minas Gerais Platform
of Biojet Fuels official launching event. The
Platform has among its objectives transforming the Airport of Confins into the first “green
airport” in Brazil.
Brazilian State in producing biofuel and has a
can company that has technology to produce
biofuel from sugarcane. Nevertheless, most of
the biofuel produced in the State is biodiesel,
due to the granting of subsidies by São Paulo
city hall for its use in the buses that circulate
in the capital of São Paulo State. Amyris is
“Initiatives (Fuel Saving and Reduced Emission of Pollutants)” Prepared by the Exec. Mgmt. of Engineering of Operations & CCO of GOL Linhas Aéreas. October 2015.
37
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Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
fully able to produce bio jet fuels, neverthe-
flights. In order to celebrate the Environment
a competitive price that would awake the air-
2152, which took off, using bio jet fuels, from
less, due to several factors, cannot yet attain
lines commercial interest.
Rio Grande do Sul - The efforts to produce
biofuel in Rio Grande do Sul are being led by
Boeing, commercial partner of GOL. The state
is a great producer of biomass and one of the
largest of biodiesel (which, in this case, comes
Week, on June 4, 2014, GOL executed flight
the airport Santos Dumont, in Rio de Janeiro,
towards Brasília. In this same event, a protocol
of understanding was signed for the contributions of the civil aviation industry to reducing
the sector’s GHG emissions. Another regulatory milestone of 2014 was the international
certification issued by the American Society for
from soybean) in Brazil, but there are great
Testing and Materials – ASTM, which autho-
dustry converting biomass into bio jet fuels.
produced in Brazil in aircraft. To commemo-
challenges arising from the absence of an in-
To overcome this challenge, GOL has joined
the Rio Grande do Sul Industrial Development
Agency (AGDI) to seek solutions. They include
the possibility of enabling the Rio Grande do
Sul Oil Refinery (RPR) – which lost competitiveness in the field of refined gasoline – to
rized the use of biofuel made from sugarcane
rate the certification, GOL made its first inter-
national flight using Synthesized Iso-Paraffinic
(SIP) – the biofuel recently certified by the
ASTM. The flight started in Orlando (USA),
with a stopover in Santo Domingo (Dominican
Republic), and final destination at the Guarul-
produce renewable fuels. Besides the great
hos Airport, in São Paulo (Brazil).
RPR has a strategic localization, as it has mari-
Bio Jet Fuels in the World Cup - In the pe-
Rio Grande do Sul production of biomass, the
time, river and railroad access.
Certification - Besides encouraging the pro-
duction of biojet fuels, GOL - by means of the
Brazilian Union of Biodiesel and Biojet fuels
(Ubrabio) - has performed directly in seeking
domestic and international regulatory certi-
fications, which aim to ensure and allow the
wide use of fuel from renewable sources. In
2014, Resolution n. 20 of the National Petroleum Agency (ANP) was published, which authorizes the use of bio jet fuels for domestic
riod of the World Cup in Brazil, GOL made
365 domestic flights with biofuel and, thus,
the company made the 2nd largest campaign
of flights with renewable fuels in history. The
operation was concentrated in the Airport of
Galeão, in Rio de Janeiro, where 69 tons of bio
jet fuels were stored – which were mixed with
the fossil fuel. Besides the impact in the dis-
closure of the program, the experience of this
campaign was important to test the technical
and logistical feasibility of the operations with
bio jet fuels.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation BASE YEAR 2015
61
62
Measures Which Contribute to the Reduction of Aviation GHG Emissions
Consumption of biofuel: In 2014, in the com-
ed the emission of 239,136.32 Kg of CO2
and 3 tons of “blend” SIP (of Amyris) were
international supply.
pany GOL, 69 tons of biofuel HEFA (of UOP)
used in the supply of the aircraft, which avoid-
(scope 1)38. The figure includes domestic and
6.4.3 Actions of the company TAM39
The LATAM Airlines Group supports the use
in order to promote the use of biofuels. In
the reduction not only of the carbon foot-
sustainable alternative fuels, their implemen-
of sustainable alternative fuels, which allow
print, but also the exposure to the volatility
of the oil price. The company supported the
research concerning emerging biofuel technologies such as Hydro Carbon to Direct Sugar
(HCDS) and Alcohol to Jets (ATJ). They believe
in the potential of mass production of these
technologies as a promising market opportu-
nity. In recent years, the group has advanced
in studies concerning alternative fuel technol-
ogies in collaboration with local distributors,
spite of these advances in research related to
tation on a large scale depends upon the development executed by the producers of fuels
and manufacturers of engines and aircraft,
besides the creation of public policies which
promote their use. The group continues participating actively in forums related to these
issues, including IATA, International Civil Avia-
tion Organization (ICAO), Sustainable Aviation
Fuel Users Group (SAFUG), Brazilian Platform
of Bio jet Fuels and Chile Bio Renewable.
38
For the calculations of bio jet fuel the density of 0.75 Kg/L was used. The methodologies used for the calculation
were: IPCC, mobile fuel, Civil Aviation e Tier2.
39
Sustainability Report 2014, LATAM Airlines Group. Accessed at: http://incargonews.com/pt/grupo-latam-airlines-publica-relatorio-de-sustentabilidade-de-2014/#.VsNa6uZRL9I, on 02/02/2016.
BASE YEAR 2015
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
6.5 IMPROVEMENTS IN AIR TRAFFIC MANAGEMENT40
Air traffic management is extremely relevant
In the air space in route, Brazil implemented
tation. The concept ATM (Air Traffic Manage-
(54 domestic routes and 57 international
to the good functioning of the air transporment) specified by ICAO refers to, besides air
navigation technologies, a series of coordinated procedures that provide greater efficiency
in air traffic operations in route and in Terminal Control Areas. The result of this efficiency
is reduced fuel consumption and GHG emis-
sions. Thus, in compliance with international
commitments (resolution A36-23
41
of ICAO’s
36th Assembly), Brazil started, in 2007, the
and published a total of 111 Upper ATS routes
routes), based upon Air Navigation specifica-
tion (RNAV) and accuracy (RNAV5). There is
also a total of 4 ATS RNAV10 routes published
and made available for international routes. It
is forecast for 2016 the publication of all the
upper continental ATS routes with specifica-
tion of Air Navigation (RNAV) and accuracy
(RNAV5).
optimization of the operations in the areas of
In the Terminal Control Areas, the PBN concept
as the operations in the Terminal Control Ar-
departures (SID) and arrivals (STAR) standard-
air space in route (upper and lower), as well
eas, as described in the Action Plan of 2013.
The procedures are in accordance with ICAO’s
PBN (Performance Based Navigation) concept
and are based upon the technological capacity
aboard the aircraft, which provide the definition of flexible flights trajectories and optimized flights profiles.
has been adopted by means of establishing
ized by approach procedures and instruments
(IAC), based upon RNAV and/or Navigation
Based upon Performance (RNP). Table 7 presents a summary with the type and quantity of
procedures adopted, as well as the planning
for the coming years.
40
Information provided by the Secretariat of Air Navigation of the Secretariat of Civil Aviation. Source: DECEA.
41
Urged the States to implement ATS routes and approach procedures in accordance with the PBN concept.
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Measures Which Contribute to the Reduction of Aviation GHG Emissions
Table 7: PBN Procedures
Procedure type
Implemented
RNAV STARs
Planned
Number
Year
135
RNP STARs
-
RNAV SIDs
215
RNP SIDs
-
2016
362
2018
2016
156
2018
BASIC GNSS RNAV APPROACH
162
2016
RNP APPROACH only LNAV
74
227
2016
RNP APPROACH with Baro/VNAV
88
227
2016
RNP AR APPROACH
4
24
2016
Source: Air Space Control Department
The planning for the complete adoption of the PBN concept in all the Brazilian TMA is presented in
the timescale of Table 8.
Table 8: PBN Implementation at Brazilian TMA
Brazilian TMAs
Year
Brasilia & Recife
2010
São Paulo & Rio de Janeiro
2013
Belo Horizonte
2015
Curitiba, Florianópolis & Navegantes
2017
Belo Horizonte, Salvador & Vitória
2019
Fortaleza, Natal & Vitória
2021
Belém, Manaus & São Luís
2023
Foz do Iguaçu & Campo Grande
2024
Boa Vista, Porto Velho & Rio Branco
2026
Aracaju, Ilheus & Porto Seguro
2028
Source: Air Space Control Department
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Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Measures Which Contribute to the Reduction of Aviation GHG Emissions
As shown in Table 8, the implementation of
de Janeiro, São Paulo, Belo Horizonte, Brasília
of Brasília, Recife, São Paulo, Rio de Janeiro
erating aircrafts capacitated for RNAV use and
the PBN was already concluded in the TMAs
and Belo Horizonte. Regarding the terminals
of Curitiba, Florianópolis and Porto Alegre, the
conclusion is expected for July 2017. Adjust-
ments were made in the terminals of Brasíl-
and Recife) have an average of 90% of the opusing the PBN procedures. For the international flights this figure attains 98% of aircraft
capacitated for RNAV use.
ia, Belo Horizonte and São Paulo in order to
The implementation of the PBN procedures
changing the air traffic design of the terminal
into account expenses with air tickets and
implement simultaneous parallel operations,
and increasing their capacity.
For the PBN Rio/ São Paulo it was estimated
that there would be an emissions reduction of
640 thousand tons of CO2 per year, but this
value was not attained due to several variable
found in the operation, which are being corrected gradually. Shortly an evaluation will be
made of the real fuel saving and reduction in
emissions attained by implementing the PBN
operations in Rio de Janeiro and in São Paulo.
In Belo Horizonte, in the project of TMA-BH
(2015), the estimated reduction is 2 thousand
tons/year of CO2.
The Terminal Control Areas which already
have PBN technology implemented ( i.e., Rio
in Brazil led to an average expense, taking
daily rates for the training required, of R$
5,000,000.00 per year, in 2013, 2014 and 2015.
A consolidated calculation has not yet been
made of the reduction of emissions attained
by the implementation of the PBN in the five
TMAs mentioned. Nevertheless, the work is in
progress and the calculation of the emissions
for the TMAs are being done using a simulation tool called TAAM - Total Airspace and
Airport Modeller, of the Air Space Control Institute (ICEA).
Besides the implementation of the PBN, other
actions related to the optimization of routes
and automation of the air traffic control system
are in progress and have the potential to contribute to the sector’s GHG emissions reduction.
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65
Conclusion
Conclusion
Civil aviation plays an important role in the
development of international business, trade
and tourism and, therefore is a dynamic fac-
tor in the economy. International aviation has
grown a lot in the last two decades, as has the
domestic aviation in Brazil – the fourth largest
in the world currently, despite the reduction in
the pace of growth in recent years. The Brazil-
ian government supports the growth of the air
sector as an important vector for national in-
tegration and international connection, which
must occur in a sustainable manner and taking
into consideration the requirement of minimizing its impact on climate change.
This document presented some of the actions
adopted that contributed significantly to reducing aviation GHG emissions. The aeronautical industry, for example, advanced in the
aircrafts technological development, which
increased efficiency in fuel consumption and
reduced the emissions intensity of the sector. The Brazilian airlines have implemented
measures to improve the efficiency of their
operations and methodologies to calculate
their GHG emissions. The administration of the
Brazilian airports has also sought to increase
the operational efficiency of the airports and
adopted other measures that contributed to
the expansion of the airport infrastructure in
an environmentally responsible manner.
The alternative fuels represent a great opportunity for reducing GHG emissions of the sector in the mid and long terms. The studies and
prospections executed by the Minas Gerais
and Brazilian Platforms of biofuels for aviation
show the high potential of Brazil for the development of this new industry, which is strategic
in the global context of a progressive search
for the economy decarbonisation.
The Brazilian government acts to improve air
traffic management constantly and optimize
the operations in the domestic air space. Fur-
thermore, in the last decade Brazil has adopted an economic regulation with great freedom for performance in accordance with the
market (free determination of both tariffs and
routes), which contributed to the efficiency of
the sector.
Bearing in mind that aviation is a highly inter-
connected sector, it is essential to harmonize
rules, standards and procedures for its effec-
tive development. Thus, the Brazilian government supports the multilateral approach, in
the scope of the International Civil Aviation
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68
Conclusion
Organization-ICAO. The Brazilian government
partnership between aviation public and pri-
ICAO, including those related to the objective
plementation of the mitigating measures de-
participates actively in the negotiations in
of reducing the impact of civil aviation on cli-
mate change. Brazil is a member of the Envi-
vate entities is essential for the effective imscribed throughout the document.
ronmental Protection Committee – CAEP and
One of the challenges that remains is that of
tion biofuels. Furthermore, Brazilian techni-
ures on GHG emissions. Certain actors calcu-
was the Reporter of the Task Force on avia-
cians took part in the discussions concerning
the definition of CO2 emission standards for
calculating the impact of the mitigating measlated this impact and presented the figures in
CO2 tons, as well as the methodologies adopt-
aircraft engines. Regarding climate change,
ed. This result already represents an evolution
create a market based mechanism (MBM) to
there was little data of emissions reduction as-
Resolution A38-18 defined that ICAO should
reduce the GHG emissions of international
aviation. This work was conducted by a group
called EAG (Environmental Advisory Group),
composed of 17 countries, of which Brazil was
an active member. The final document will be
analyzed by the next ICAO’s Assembly, to be
related to the previous Action Plan, in which
sociated with the mitigating measures. Nevertheless, it is necessary to establish harmonized
methodologies, basic indicators and concepts
of performance, which allow the appropriate
follow-up of the impact of each measure.
held in September/October 2016.
The Action Plan offers a general framework re-
This document is part of the contribution of
domestic and international Brazilian aviation.
the Brazilian government to ICAO’s efforts to
reduce the impact of international aviation on
Climate change. It is the result of joint work
of stakeholders linked to the issues of fuel ef-
ficiency, environmental management and reduced GHG emissions in the various segments
that compose the national system of civil avia-
tion, which are: governmental bodies; Airports;
Brazilian and Minas Gerais Platform of Bio jet
Fuels, airlines and aeronautical industry. The
BASE YEAR 2015
garding the greenhouse gas emissions of both
The Brazilian government intends to monitor
these indicators and update the data presented in this second edition of the Action Plan
periodically, as requested by ICAO. It is understood that this process of periodically up-
dating the Action Plan provides an important
means of articulation between the stakeholders involved in the task of seeking the sustainable development of Brazilian aviation, with
the reduction of its impact on climate change.
Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation
Stakeholders
Stakeholders
Infraero
Arthur Neiva Fernandes e Charles Rocha
Viracopos Aeroport
Bibiana Roth, José Angeja e Gustavo Müssnich
GRUAIRPORT
Renato Pires, Marcos Eugenio de Abreu e Comte. Miguel Dau
BH Airport
Guilherme Motta Gomes e
Adriano Gonçalves de Pinho
Inframérica
Rodrigo Gomes de Paula e Camila Máximo
Embraer
Mariana Luz e Daniel Bassani
Plataforma Brasileira de Bioquerosene
Mike Lu
GOL Linhas Aéreas e UBRABIO
Pedro Rodrigo Scorza
DECEA
Ten. Coronel Jorge Wallacy Paiva de Azevedo, Capitão Luís
Antônio dos Santos,
Brigadeiro Gustavo Adolfo Camargo de Oliveira
SENAV/SAC
Juliano Noman e Giovano Palma
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Brazilian Action Plan Scope
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Brazilian Action Plan Scope
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Brazilian Action Plan Scope
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Brazilian Action Plan Scope
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Action Plan for Reducing Greenhouse Gas Emissions of Brazilian Civil Aviation